INSTRUCTION PAMPHLET No.

5063-2
I,
"SMEE" BRAKE EQUIPMENT
WITH
ME-42 BRAKE VALVE
I

I I ·

The
Westinghouse Air Brake
Co111pany

1---

1
-j
 THE "SMEE" ELECTRO-PNEUMATIC
SELF-LAPPING AND AUI'OMA.TIC EM!l!RGENCY BRAKE EQUIPMENI'
WITH VARIABLE LOAD CONl'ROL
FOR NEW YORK CITY - BOARD OF TRAM)PORTATION

INSTRUCTION PAMPHLEI'
NO. 5063-2-

JANUARY 1950

(SUPERSEDING ISSUE OF NOVEMBE:R, 1948)

· WE3TINGHOUSE AIR BRAKE COMPANY

WilMERDING, PENNSYLVANIA
 C-44886

Fig. 1. ME-42 Brake Valve

 "St.iEE" ELECTRO-PNEUMATIC
BRAKE EQUIPMENI' WITH ME-42 BRAKE VALVE

The "SMEE" brake equipment, as installed on the New York City

subway cars, has the f ollowing features:

1. · Suitable for single unit operation or in trains up to ten

cars in length .

2. Fast application and release with self-lapping electro -

pneumatic control providing maximum flexibility and consequent smooth
operation. ' .
3. Pre -determined service retardation rates as controlled by
the handle position of the ME- 42 brake valve are independent of car
loading.

4·. Automati c emergency pneumatic brake, with the electro-

pneumatic brake .superimposed, available at all times by means of the
brake valve; conductor's valve, emergency trip cock, interrupted brake
pipe or deadman control applicatio~ .
' .
5. In all bralce applications, the maximum rate of retardation
is obtainable for the passenger load carried. A 'var-iable load valve,
reset each time the car doors are opened, liniits the brake cylinder
pressure in accordance with the passenger l oad of the car to that of
the emergency rate. ·· · '

6. Provisions for handling the train for a ' pull -in brake by
means of a pneumatic se~f-lapping. brake in event of the dynamic and
electro-pneumatic brakes not functioning .
· 7. Any degree of dynamic service qraking at pre -determined
rates is available with increased brake .valve handle movement as
controlled by the increased :pressure in the straight'-air pipe ..
.. .
8. Automatic ~nterloc~ing and blending of the air with the
dynamic braking so as to obtain maximum usage of dyriamic braking and
to add sufficient braking power above the seated load. condition to
maintain the maximum service braking rate for the fu~ly lo~ded car .

9. Provisions for applying the air directly to the brake

cylinders when initially charging the -train.
10 . Elimination of considerable piping under the car through
the combining of the compressor, the first main reservoir, cooling coils
and the governor into a single compressor unit arranged for mounting
under the car .

~------------~--~~~--------- ~
 11. Provisions for practically uniform air compressor duty
through a simplified pneumatic governor synchronizing system.

PARTS OF THE EQUIPMENT

1. An A-1 Compressor Unit, consisting of motor driven air

compressor, compressor governor with cut -out cock, radiating system,
No. 1 main reservoir w~th automatic drain valve and drain cock, main
reservoir safety valve and single pointer main reservoir air gage
arranged for mounting under the car fram.e. ... ,•
f_
..,o v r I I
2. A 16" x 42" Second or No. 2 Main Reservoir with drain
cock into whict the compressed a~r is delivered where it is stored for
use in the air brake system. ·

3. A 16" x 42" Suppl.y .Reservoir protected against loss of air

from the Main Reservoir, supplies air to the . brake operating devices.

4. Two ME-42 Brake Valves, o~e in each motorman's cab, by

means of which the motorman controls the train brakes. The Brake
Valve handle positions are Release, Running, Service to Full Service,
Emergency and Handle Off.

5. An A-1 Operating Unit, located under the car, which con-

1' 18 sists of a pipe bracket on which the following devices are mounted:

(a) A Main Reservoir Cut-Out Cock and F'ilter.

(b) An M-3-A Feed Valve, which automatically
maintains a predetermined normal air
pressure in the feed valve pipe and brake
. . pipe.
(c) ~ combined Applicatton and Release Magnet
-Valve which applies and releases the
e lectro-pneumatic brake as controlled by
the Brake Valve.
(d) A Vent Valve which provides an emergency
brake application and the quick action
propagation during emergency brake appli-
cation and controls initial charging of
the air brake system . .
(e) A Relay Valve for handling the application
and release operation of the operating
valves and functions to relay air from the
supply reservoir to the brake cylinders
during application and from the brake
cylinders to atmosphere wheri releasing.
(f) A Lockout Maf~et permits the flow of in-
shot valve air-and locks out the straight-
air while the dynamic brake is effective.

4
 (g! A Reset Ma~ which functions to reset
the Variable Load Valve each time the
car doors are opened.
(h) A Variable Load Valve. which limits brake
cylinder pressure to provide an emergency
retardation rate in accordance with the
passenger load on the car .
(i) A Char~i~ Valve which insures that the
Vent Valve piston remains in emergency
position during initial charging of the
equipment, so ·that the brakes ere applied.
(j) An Inshot Valve which provides sufficient
air to the Brake Cylinders to place the
brake shoes against the car wheels while
the dynamic brake is effective, and also
· functions to supply supplementary air to
the Brake Cylinders when the car loading
requires braking effort in excess of
the capacity of the dynamic brake .
(k) A Double Check Valve which separates
~uto~tic emergency brake and tha
electro-pneumatic straight -air service
brake. ·
(1) A Check Valve which prevents back flow
of a ir from the Supply Reservoir t o the
feed valve pipe and through the feed
valve to the main reservoir system in
case of a main reservoir bose failure .

6. Two 3-1/2" Duplex Air Gages one located in each cab near
the Brake Valve to indicate brake pipe and straight-air p i pe pressures .

7. Two B-3-C Conductor's Valves located inside the car and

accessible from within the motorman's cab or car to provide a means
of obtaining an emergency brake app lication.
8. Two D-1 or D-1-A Trip Cocks located on the trucks which
funct ion to pr oduce an emerGency rate of brake pi pe reduction when
actuated by track trips set against train movement . These are of
the self-resetting type .
9 . Two Branch Pipe Tees with Check Valve which prevent back
flow of air from the Trip Cock to brake pipe during an emergency brake
application .
10 . Four UAHT Brake Cylinders and C-15-D Automatic Slack
Adjusters mounted on the trucks and arranged for direct mounting of
the brake cylinder hose from the car body.

5
 11. One Brake Cylinder Cut-Out Cock with extension handle which
permits cutting out the Brake Cylinders on that car from under or inside
the car.

12. Two D-5 Pneuphonic Horns and Operating Valves one located
at each end of the car for alarm purposes.

13. Cut -Out Cocll::s , Hose, etc. as covered in Plate C, the use
of which will be readily upderstood by referring to the Piping Diagram
of the equipment.

14. Variable Load Operating Mechanism, connected to the Variable

Load Valve, transmits c.ardeflection to the Variable Load Valve thereby
limiting the brake .cylinder pressure to emergency values, proportional
to car loading~

15. UA-210 Emergency. Contactor, connected to the brake pipe

as shown on Plate C, functions in Emergency to open the dynamic brake
circuit and to provide electro-pneu~tic brake operation and to set pp
the other circuits as shown on Plate A.

16. Dynamic Brake Actuator (furnished by the Electrical

Manufacturers) which is connected to.. the straight -air pipe, functions
to provide increased dynamic braking as the ,straight-air pipe pressure
is increased.

6
 DESCRIPTI ON OF THE PARTS

A-1 Compressor Unit

The A-1 compressor unit, Fig . 2, supplie s the com~ressed air

for brake operation . The devices of this unit are mounted on a hori -
zontal plate and consists of the following:

(a) A 3-YC motor driven air compressor, Fi g . 5 , which is of

the two cylinders, two - stage, air cooled, pressure lubricated type.
It is suitabl e for inte~ittent ser vice and operates against 140
pounds air pressure at. 510 r pm . The control is through an 8 -16.:c
governor which op~rates the l~ne - switch . to open the power. circuit to
the compressor motor to stop th:e qompressors when main reservoir pressure
reaches 150 pounds, and t o close the cirquj.,t to start the compressor when
main reservoir air pr.essure drops to i25 pounds. Wh~n operation ·at other
air pressures is required the 8-16-c governor is adjusted as explained
under the .description of the governor.

The compressor, Fig . 5, has one lovr pressure cylinder ·7 and

one high pressure cylinder 9 ... The low pressure. cylinder has a 5"
bore and the high· pressure 2-1/2", the stroke is 3 -1/2". With the
compressor operating·at 510 rpm the displacement is appr oximately ~0
cfm. Power required at 510 rpm and when operating against 140 pounds
pressure is approximately 5 hp .

The safety valve 148 , is used to protect t he compressor

aga inst excessive pressure build-up in the low pressure cylinders . It·
is set to open at 60 pounds pressure and blow off the excess air. The
safety valve ordinarily requires no a·ttention. If, after blowing off, ·
the valve fails to seat tightly, rotation of the valve on its seat
(by means of the handle on the stein) will clean· the valve seat and
restore proper ·s~al. . · .

The crankcase, cylinders and cylinder heads are cast from

high quality fine graine d cast i:r:on. Deep cast circular· fins on ·the
air cylinders provid~ .a large radiating .surface, and a six b l ade fan
flywheel 100 maintains a co~stant air stream through the fins .

Fig • . 5 s~ows cros~ - section through various parts ~f the

compressor. The seotion .thr.ough flywheel pulley 100 also shows the·
section throug_ll counterbalanced crarlkshaft 75, which operates on
two ball bearings 76 and .l 68 . .Connecting rods 23 are applied to ·
the common throw of the crankshaft.
. · Each . rod .has i ts individual
bearing on the shaft and wear ia easily taken up by stud and shim
adjustment, since the crank pin bearings are of the . adjustable spli~
type .

Light -weight trunk type pistons· 13 and 18 are made of fine

grained cast iron. Each piston has three snap rings, all located in

7
the piston head, the l ower ring being an oil ring .

The main bearings --76 and 168- -are of the radial ball type,
one at either end of the shaft . They are l ubricated by a trough in
the back wall of the crankcase, the oil being supplied from the throw-
off of the connecting rod bearings. A suitable oi l seal 80 is provided
to prevent oil leakage and also to guard against entrance of dir t.

The oiling system is arranged so that oil unaer pressure i s

circulated by means of an oil pump, positively driven by an eccentric
from the end of the crankshaft . The pump combines an oi.l plunger 72,
Fig . 5, and ball check 73 operating in oil pump b ody 64, .and so
arranged as to deliver the lubricating oil under pressure to drilled ·
openings in the crankshaft . The oil pump body is trunni on mounted in
a housing in such a way that i t . can oscill ate to the angularity of
the oil pump plunger as crankshaft 75 rotates. The oil supplied to
the oil pump is protected ~y strainer 122, thus guarding against
any objectional foreign mattel;' being c.i rculated to the operating parts .

A ball r elief check valve 70 contr ol s the degTee of lubrication

pressure in accordance with compressor speed. It i s held to its seat
by centrifUgal force and, as this force varies with the speed, the
oil l ine pressure varies accordingly . When oil line pressure exceeds
the set maximum for any speed, it unseats check valve 70 allowing the
oil to pass out to the crankcase through a r estricted openi ng in the
count erweight .

During operation the oil enters the pump through oil strainer
122, Fig . 5, and on the down stroke of plunger 72 the oil is forced
past ball check 73 up to the cr~nk pin bearings, thence through the
connecting rods to the wrist pin bearings .

COMPRESSOR OPERATION

The two stage compressor, Fig . 5, has the two different size
cylinders, a large l ow pressure cylinder 7 and a smaller high pressure
cylinder 9. The· low pr essure cylinder 7, which is fitted with an
intake filter 250, performs the f irst stage of compression and dis -
charges through an intercooler 143, into the high pressure cyl inder 9
where the second stage of compression is performed .

On the down stroke of the low pressure pist on 13, ~ir passes
through the intake filter 250 into the chamber above t he inl et valve
107 and past this valve into the cylinder 7. Partial vacuum created
in the cylinder underneath the disc valve by the downward stroke of
the piston 13 permits atmospheric pressure above the inlet valve 107
to overcome the resistance of spring 108 under the valve and force
the valve from its seat . Air thus f l ows into the cylinder 7, until
pressures above and below valve 107 are about equal when the inlet
valve 107 is closed by its spring 108 .

8
 On the upward stroke o.f the piston 13, the air in the cylinder
7 is compressed, lifting discharge valve 111 against the resistanc e of
its spring 112 and passing thr ough . th~ pipe 143 to t he high pressure
cylinder 9. The discharge valve 111 is seated by its spring 112 when
pressure above the valve 111 becomes almost equal to that underneath .

The cycle of operat i on· described for the l ow pressure cylinder

7 is r epeated in the high pressure cylinder 9, incr easi ng pressure from
an intermediate value to the f ina l stage or reservoir pr essure •

. Accumulation· of pressur.e in the crankcase 2 is prevented by a

crankcase vent 94 which connect s t o the air intake.

Interlocked with the oil supply, a starting unloading feat ur e

provides t hat compression does not begin unti l the motor has reached its
fu ll speed . The high pressure cylinder 9 has a connection 61 to the
unl oader valve in the end cover . When the compressor is not running,
or oi l pressure is low (because of insufficient oil or low compressor
speed), con:)ection 61 b etween the high pressure cylinder 9 an·:!. ".,;he
crankcase is opened by the unloader valve 49 as a by-pass to unload
the compr essor and prevent the compression of air. With the compressor
running and oil pressure normal, the oi l pump unloader pist on 74 moves
the unloader l ever 47 to a pos ition where the unloader ball check valve
49 is seated . This cl oses the connection between the high pres sur e
cylinder 9 and the unlo·ading exhaust pipe nipple 140, thereby l oading
the compressor which operates to compress the air as already described .

The spring loaded check 62 in the unloader pipe connection 61

to the cylinder 9 ~revents backflow from this pipe during the intake
str oke, thereby increasing efficiency of the compressor by elimi nat i ng
during each oper ating cycle the filling and emptying of the unloader
pipe 61. . ··

COMPRESSOR MAINTENANCE
Preparing for Ser vice

The compressor as shipped is. ~ithout crankcase oi l and this ,

of course, should be the first po i nt given attention w~en pr eparing
the machine for service . The crankcase requires ~pproximately 3
quarts of oil. High grade automobi l e engine oil having a viscosity
of S .A . E~ 20 is generally u·sed and :(or operation under extreme cold
conditions a l i ghter grade oi l is -used . Oi l filling cap 52 should be
removed periodically and the oi l l eve l checked. I f the oil is l ow it
should be added until it reaches the l evel of the cap opening and the
cap then replaced. ' This oil fill ing cap must not be removed during
compressor operation. . .
P.e riodic oiling .
It is recommended that the crankcase oi l be. changed after the
first 200 hours of compressor operation. The second change should be

9
made after 500 hours running of the compressor. After the second change,
the oil should be examined for color and viscosity at each shopping
period, which is generally about every 750 hours of operation. If the
oil is clear and viacosity about normal there is no need for changing
it . Any marked change in viscosity either lighter or heavier or
noticeable blackening of the oil indicates that the oil should be
changed. Blackening of the oil also indicates that the oil screen 122
needs cleaning . Ordinarily this screen should be cleaned about every
six months to a year . The screen should be washed off to free it of
any sludge or sediment and then blown off thoroughly. The above
schedule may be found to vary somewhat with different service, as some
compressors will be in more severe service than others. The above will
cover average conditions where good oil is used and the compressor is
in service 16-20 hours per day .

Oil Pump and Filter

If for any reason it becomes necessary to dismantle the oil

pump, it is first necessary to ·remove oil dr~in cap 3, Fig . 5, and
drain off the oil . End cover 45 is removed by loosening nuts on studs
5. The entire oil pump can . then be pulled out of its bearing, and
strainer 122 can also be released by removing snap ring 63 . Before
replacing the st~ainer and oil pump the sediment and sludge should be
cleaned out . ·

Connect ing Rods and Pistons

The connecting rods 23, Fig. 5, are of the split type and are
fitted with laminated a~ima 133 for adjustment on the crankshaft . The
babbitt lining is bonded directly into the rode.

Wrist pins 16 and 21 connect rods 23 to the pistons. The

wrist pins are prevented from having excessive end movement by wrist
pin lock wires 17 and 22, which snap into a common recess in the piston
and wrist pin and thus prevent the v~ist pins working out against the
cylinder walls .

If for any reason it becomes necessary to remove the pistons

or connecting rods, the cylinders must first be removed by loosening
cap screws 12. Then the connecting rods are loosened from the crank-
shaft by remova~ of cotters 132 and castle nuts 131.

Considerable em~hasis should be given by those charged with

the care of compressor piston rings that they be handled to avoid being
damaged or distorted. This applies to rings vhile being cared for
through the storeroom and also when applying them to the pistons. A
number of ring manufacturers make ring installation tools which are of
considerable help in placing the rings down over the piston to the
desired groove without distortion. If such a tool is not available
the use of a number of thin, narrow strips of sheet metal, arranged
around the piston to bridge the unoccupied ring grooves, is of

lC
assistance, and decr eases the danger of distortion when applying the
rings .

If for any reason, it i s necessary to disassemble the piston

rings, it is generally the best practice to replace them wi th new rinse
because of the possibility of distortion when removing them from the
ring grooves . This distortion is difficul t to prevent even under the
best practice and frequently is responsible for trouble with oil passing
and low efficiency on reassembl y of the compressor .

Crankshaft and Flywheel

To remove crankshaft 75, Fig. 5, first remove end cover 45,

oil pump 64, and connecting rods 23 . Hexagon nut 139 is removed and
flywheel 100 is taken off, it.being fastened to the shaft by key 101.
The crankshaft is then taken out through the end opening where cover
45 hae been removed .

To replace the crankshaft the inner ball bearing 168 and

spacinG tube 77 are first located in place on the shaft . The crank -
shaft is then placed in position through the end . cover " op~ning . Outer
ball bearing 76, shaft end flange 78, . oil retainer 80, key lOf, and
lock washer 138 are assembled in pl ace after which hex nut 139 is
tightened securing the assembly in place .

Discharge Valves

If, for any reason, it is desired to remove or inspect the

discharge valves, it is only necessary to remove the cap nut, and then
back out the valve plug. A monkey wrench is required for this purpose .
After removal of the valve plug the complete discharge valve assembly
can be lifted out; the seat , valves, springs and spring retainer being
held together by a stud, castle nut and cotter pin as sho'm ·at "A",
Fig. 6.

Inlet Valves

The inl et valve s are held in plac e by the unloader body and
inlet valve plug. To remove the inlet valve assembly, first remove
the unloader body and lift out the unloader valve assembly . Then
back out the valve plug using a "T 11 handle or rectangular bar wrench
which fits into the re ctangular s l ots on the ·face of the plug . After
removal of the valve plug the complete inlet valve assembly can be
lifted out . The valve assembly- - seat, valves, springs and spring
retainer- - is held together by a stud, nut and cotter as shown at "B 11 ,
Fig . 6.

Repl acing Inlet and Discharge Valve Assemblies

\Vhen replacing inlet and discharge valve assemblies in the
cylinder head it is important that the copper gasket between the head

11
and valve seat is in good condition . Generally it is a better policy
to replace this gasket with a new one when reassembling. The same
gasket 116, Fig. 5, is used for the inlet and discharge valve
assemblies in the lo'rr pressure cylinder head, and another gaske t 41
is used for the inlet and discharge valve assemblies in the high
pressure cylinder head assembly .

It is important to make certain that the valve assemblies

are replaced with the castle nut side pointing outward; i . e . , away
from the compressor piston. In some instances it might be possible to
turn an assembly over and, should this be done, serious damage to the
compressor might result if operated under this condition .

The valves and valve springs of the inlet and discharge valve
assemblie·s in each head only are interchangeable. There is no
interchangeability between these parts of the l ow pressure cylinder
head with those of the high pressure head . There is no interchangea -
bility between the inlet or discharge valve seats,. each valve assembly
requiring a different seat.

(b) A type "LW" air filter 200, Fig. 5, is used to prot ect
the inlet air of the 3 -YC air c ompressor. It is applied to t he inlet
of the low pressure cylinder head 24.

The "LW" air filter is of the cartridge t ype which permits

removal of the filter insert 202 without the necessi t y of dismounting
or disconnecting from t he air . c ompressor. Fig. 2 illustrates the
exterior of the air filter, while Fig. 5 shows a sectional assembly
view shmving the construction.

The inlet opening is formed in the under side of the cover

200 as an annular ring around the casing 210 . As the air enters t his
opening it passes upward and inward to the inside of the casing where
it strikes a baffle and is directed downward bef ore passing through t he
filter unit 202 and into the compressor intake . Some of the heavier
particl es of dirt are carried downward and deposit ed at the bottom of
the casing cavity.

Cover 200 is made to fit the 1-1/4'' flange f itting 250 and
tapped for 3/4" cap screws which fas t en the cover t o t h e flange fitting.
The casing 210 is of pressed steel and i s attached to t he cover by
means of tie bolt 201, plate 211 and nut 208 . The casing houses the
f ilter unit 202 and acts as a dirt chamber. In t h e casing bot tom are
several amall holes to permit drainage of moisture . To dismantle the
air filter for cleaning or replacing the filter unit 202, it is necessary
to remove cotter 209 and nut 208 from the end of tie bolt 201 to relea se
the casing 210, and then the second upper nut from the t ie bolt to re-
lease the spring 206 reta iner assembly and the filter unit 202 .

The filter unit 202 consists of a corrugated radia l wire

mesh assembly; covered with a layer of thick felt so constructed

12
that the actual filtration area is many times the inlet or outlet passage
areas. This unit is also provided with large felt washers on each end
to seal on shoulders surrounding the outlet passage on the upper end and
with the spring cage on the lower end.

At locomotive shopping periods the filter unit 202 should be

removed for cleaning . If the dirt deposited on the folds of the strainer
is dry, it may be dislodged by jarring the strainer on a hard surface
and by the use of compressed air that is free from precipitated moisture.
The blast of air should be directed along and not against the outside
surface of the folds. If the dirt is oily, the filter unit should be
dipped in a cleaning fluid such as mineral spirits or similar solvent,
and then subjected to an air blast as previously described . If means
are available to spray the fluid on the filter unit, this system can be
followed to advantage as it avoids excessive absorption of cleaning fluid .

(c) The S-16-c Electric Compressor Governor, Figs. 7 to 11

inclusive, is of the pneumatic double "safety valve" type and is designed
to automatically control the operation of the motor driven air compressor
between predetermined minimum and maximum air pressures. The governor
operates a line switch which automatically makes and breaks the electric
circuit to the compressor motor as the air pressure falls below or rises
above the limits for which the governor is set .

Construction and Operation

Referring to the illustration, Fig . 9, it •fill be seen that the

governor consists of two distinct portionsj an operating portion and a
pipe bracket. The operating portion includes the electrical details
and the regulating mechanism . . The electric circuit to the line switch
is made or broken by the electric portion (Section B-B, Fig. 7) which
consists, essentially, of a switch spider with contacts 28 rigidly
attached to the switch piston and rod 24 and forming the connection
between the finger contacts 7, when the governor is in cut-in position
as illustrated .

An arrangement of the air cylinder and cut-out details affords

a pneumatic blow-out of unusual efficiency so that no coils are necessary
for affording a magnetic blow-out . For this reason, the governor can.
be used with either direct or alternating current and may be connected
in either the positive or negative side of the circuit.' · The electric
details are thoroughly insulated and are covered with a cast aluminum
casing, Fig . 8, lined with asbestos, which may be quickly and easily
removed by means of two spring rings and toggle latches .

Referring to Fig. 11, with the compressor in operation and

main reservoir pressure building up, main reservoir pressure ie delivered
to the face of the cut-out valve 38, also to the underside of the tail
valve 43 of the cut-in valve 39, via the main reservoir pipe connection,
passage r, chamber A, through strainer 49 to ~assages a and q.

13
 Cutting-Out Operation

The main reservoir pressure bui'lding up against the face of

cut-out valve 38 eventually b ecomes sufficiently high to overcome the
tension of the cut-out valve regulating spring 35, causing valve 38
to lift from its seat and due to the construction of this valve, the
slight lifting from its seat exposes an increased area, causing the
valve to lift qui ckly , at the same instant delivering pressure via
port e to the face of the cut-in valve 39 . The main reservoir pressure
now a cting upon the full area of valve 39 will overcome the tension of
its regulating spring 35 ' ca using the 'valve 39 to lift '·tith a snap ,
forming a seal at its upper seat j which will close communi cation from
the fa ce of the switch piston 24 to the atmosphere (through port g and d)
and , at the same time connect main reservoir air to the face ~f piston
24 through port g and chamber I{.

The main reservoir pressure acting upon the . face of the switch
piston 24 will cause it with the attached switch spider 53 to move
quickly to a position ror breaking the circuit which i~ made throu~1
the switch piston spider 53 · and the contact fingers 7 and, at the same
time , the main reservoir air which i ·s supplied to the opposite side of
piston 24 through port h in the piston and into the hollow piston stem
will be forced out through ports i, these ports being partially un-
covered by the initial movement of the piston and fully opened at the
time when the circuit is broken thro"ugh spider 53 and the finger
contacts 7, thereby producing a pneumatic blowout at the time when the
circuit is broken .

As the switch piston completes its full travel tmtards the

cut -out position, the p iston will . seat against pi·s ton seal 22 thereby
preventins further loss of main reservoir air through port h and, by
the same movement of the piston, main reservoir air will be conne cted
to the cut-out regulating spring chamber F through port f, resulting
in equalizing the air pressures on each side of cut - out valve 38,
whereupon the tension of the regulating spring 35 will .then move the
cut - out valve to its seat.

After cut - out valve 38 has been returned to its seat, the
main reservoir air will continue to be supplied to the face of the
switch piston through· passages a, q and c, past tail valve 43 which
is unseated by its spring 4) , and through port g to chamber W. The
svtitch piston remains in the cut-out position, as described above,
until the main reservoir pressure is reduc ed to a point where the
f orce exerted by it against the face of the cut - in valve 3S is equal
to a fraction below the tension of t he regulating spring 35 '.

Cutting- In Operation

1ihen the force of the main reservoir pressure, which is

acting upon the full face area of the cut-in valve 39, is reduced
to a fraction below the tensi on of the regulating spring 35 ', cut-in
_,
14
valve 39 will be moved to its normal cut-in position, seating the tail
valve 43 against the tension of its spring 45, closing communication
between the main reservoir and the face of the switch piston and, in
turn, opening communication between chamber W on the face of the switch
piston and the atmosphere, through passage g, port j, through passage
d to E~; ·

This action. per.mits the switch piston spring 29 to return the

switch piston to its normal cut-i~ position, at the same t ime, opening
communication between the cut-out regulating spring chamber F and the
atmosphere, through passages f and n, port j, cut-i~ regulating spring
chamber D, and passage d to Ex, thereby freeing spring chamber F of
main· reservoir pressure, .The cut-out valve 38 which is now held to its
seat only by the tension of the regulating spring 35, . will immediately
rise from its seat upon a slight increase of main reservoir pressure
above the setting of the regulating spring .

As the exhaust port Ex opens into: the switch portion under

the cover, the venting of main reservoir air through this port during
the cutting-in operation insures the discharge of a11 copper gases f rom
the cover.

Regulation and Adjustment

Loosen check nuts 37 and 37' and . screw cut-out regulat'ing stem
32 down until the desired cutting-out point is reacheq. At the same
time screw down cut-in regulating ~tem 32' to as nearl y the same tension
as can be judged under ordinary observation. If when the c utting-out
point is reached the range is not as desired, screw the cut-in
regulating stem down to rai'se the cutting-in point or t o de.9 rease the
range and back it off .to lower the cutting-in point or to .increase
the range.

Instal].ation and ~-1aintenance

The type S-16.-C gove~n~r can be install.e d in either vertical

or horizontal. ·p osition. Two . l/2" bolts, or lag screws, al;'e required
to install the governor, and the pipe connection which is tapped for
3/8" pipe should be connected .to the ~utlet from the main reservoir
or if two reservoirs are . used, from .the sec?nd main reservoir .

This governor needs very l .i ttle attention after being properly

adjusted except to be c leaned and oiled at some stated interval . When
cl eaning and oiling the governor, a few drops of good oil should be
placed on the surface passed over by the cutting- in and cutting-out
valves . See al so that the .exhaust opening in the switch portion is
free from dirt or gum.

The air piston will probably require cleaning less frequently

than the valve portions . Piston 24 may be removed, lst, .bY removing
the pipe bracket; 2nd, remove the top cover; 3rd, remove .the cotter

15
 pin and nut at ex~reme end of piston rod, which will allow the latter to
slip through the insulating bush and washerj spring 29 will then force
·piston and r od out ' from the .cylinder . In replacing this piston, s ee
t ha·t the groove in the r od embraces the end of the T-shaped guide pin
21 . The purpose of this pin is to keep the rod from rotating, which
wo~d cause the contacts 28 to miss the fingers 7. Do not turn this
pin ; 21·, as its end ts f l a ttened to fit the groove, and the piston rod
cannot- be inserted unless the flattened sides of ' the end of the pin·
ar.e parallel with the sides of the groove .

The chief rule regarding care and maintenance of this governor

is to. avoid ID:eddl ing or experimenting with· i t after it is once in good
condi tion and adjustment and in proper position on the car .

(d) The Aftercooler, Fig . 3, is located b etween' the compressor

discharge and the compressor reservoir and is used to insure cooling of
the compressed air. ·

The aftercooler unit 25 consists of two headers 26 and 27

between which are finned cooper tubes, the cooling effect of which re-
duces the compressed a ir temperature . The f inned tubes ar e connected in
parallel to the headers . The i nlet header ie provided with thr ottling
orifices which insure uni form distribution of air flow through the tubes.
rhe pipe connections, inlet at the top of one header and out l et at the
bottom, ' ·a re provided 1-rith flanged
. pads for. f l ahged fit tings.· ·

· (e) An A-1 Automati~ Drain ' Valve 41, Fig, 4, l ocated on the
compr essor reservoir automatic.ally discl1arges r reci·pi tated moisture
f rom the compressor reservoir with each operating cyc l e of the compressor
governor .

The automatic drain valve, Fig. 12, consists of a body 2

containing ball check 5 , valve '· seat ·6 , upp·er -val ve stem 3, valve spring
4, lower valve stem 17, diaphragm 9 , diaphragm follower 8 and diaphragm
spring 7 . The sasket 22 forms 'the seal between ·the drain val ve and
reservoir, as this drain valve f l anged fac e is·attached to the underside
of the reservoir by means' of ·two bolts. A flange 12 provides for a pipe
connection to t he governor and the drain opening is tapped for a 1/4"
pipe . The automatic drain valve · is ·ahown in its proper position when
installed, Fig. 12, in which diaphragm 9 is inclined and the drain port
is at th~ l ower edge of the diaphragm, thus pr eventing any accumulation ..
of water on the diaphragm . -.
Spring 4 holds upper stem .3 and ball 5 in the lower position,
in which ball 5 is seated on valve seat 6 so 'that the l ower opening
past the ba ll check is normally closed preventing any discharge of
reservoir air. Spring 7 holds diaphragm fo llower 8 and l ower valve
stem away from contact with the l ower side of ball check 5 vrhen there
is no air pressure under the di aphragm s .

As the air compressor operat es and moisture is prec i pitated, it

i s collected in the bottom of the re servoir and above the ball check
16 .
valve 5 of the drain valve . When the governor functions to shut off the
power to t he compressor motor, air flows through the governor connection
to the underside of diaphragm 9. This deflects the diaphragm upward which
moves diaphragm follower 8 and lower valve stem 17 upward causing ball
check 5 to l eave lower valve seat 6 anq seat on its upper seat . During
this movement of the ball check 5, a passage is provided from the
reservoir to atmosphere, permitting reservoir air to qui ckly discharge
to atmospher e the water accumulated in the reservoir and drain valve.
vfuen this ' movement· is completed, the ba l l check is held on· its upper
seat by the air pressure under t he diaphragm, thus preventing any
further discharge of water and reservoir air .

\-Then the compressor governor functi ons t o cut in the power to

the compr essor motor, it vente the air from the underside of diaphragm 9.
Diaphragm spring 7 moves diaphragm fol~ower 8 and diaphragm 9 downward
so that lm.rer valve stem 17 breaks contact with ball check 5 1 and .
reservoir air and valve spring 4 move upper valve .etem 3 and ball check
5 downward so that the ball check is seated on the lower valve seat 6.
This operation again discharges a definite amount of water, as explained
for the upward movement of the ba ll check. Water is automatically die-
charged each time the governor· functions to open and cl ose the circuit
to the com~reesor governor.

(f) Ah E-1 Safety Valve, Fig. 3, l ocated on top of the qompressor

reservoil:' is installed so that. i t is in a ve~ti ca l pos ition. This i nsures
that no moisture will r each it and render i t liable t o freezing . It is .
set at 150 pounds pressure, 10 pounds higher than the governor cut-out
point .

Fig. 13 +sa sectionaL view of the ·safety valve . . Lts con-

struction is such' a's t o cause i t to close quickly with a' "pop", action,
insuring its s·e ad.ng promptly . It is sens~tive i n operation and re -
sponds to elibht differences of pressure.

Valve 4· is held to its seat by the compression ot:

spring 9
between the f lange of ·stem 5 and ~he adjusting nut 7 . When the a ir
pressure below valve 4 is greater than the force . exerted by the
spring, the valve ·rises and (as a larger area is exposed) ita upward
movement is very rapid, being guided by the brass bush in. the body 2 .
In this bush two ports are dri lled upward to the spr ing chamber, and
eight outward through the body to atmosphere . One of each of these
ports appears in the illustration. As the valve moves upward, its
lift is determined by the stem 5 striking cap nut 3. It closes the
two vertical ports · in the bush and opens the lower ports to atmosphere .

As the air pre ssure below valve 4 decr eases and the spring
moves the stem and valve downward, the valve restricts the lower ports
to the atmosphere and opens those b etween the valve and spring chamber .
The discharging air pressure then has access ·to the spring chamber .
This chamber is always connected t o atmosphere through two small holes
in the body and, therefore, the air from the valve chamber enters the

17
spring chamber more rapidly than it can escape through these holes,
creating pressure accumulation above the valve and assisting the spring
to close it vrith the ttpop" action.

(g) A Compre.ssor ~eservoir 20, Fig. 4, located on the com-

pressor block is used to store and cool the compressed air furnished by
the air compressor . Moisture is also deposited in the reservoir, so
that clean dry air can pass on t6 the brake _system.

As ·an accumulation of water is riot. only injurious to the

reservoir, but reduces the res~rvoir capacity, the automatic drain
valve 41 iS Used to drain off most of the accumulated moisture. The
remainder of the moisture should .be drained 'off ·at ·regular intervals by
means of the drain cock 95. ~

(h) [jn Air Gage, -F.ig. , 3, located on the compressor reservoir

indicates the reservoir air pres.s ure .· .

(i) A Drain .Cock 95) F.ig. 4; located at the bottom of the

·compressor reservoir ;l..s used to .drain off' all the reservoir foreign
residue. As shown in Fig . .14 cock .key 3 shuts of f ' the passage when
handle 6 is parallel to the cock, and openwhen perpendicular to it.
Spring 5 ·holds the .key 3 in position in body 2.

NE-42 BRAKE VALVE '

The ·ME-42 brake valve,.. Fig. 15; provides the .motorman with
control -of the train br~kes. The bra~e vaJ.ve hand·le positions are
Relea·se; ·Running, Servj,.ce to ·Full Service, Emergency and Handle Off.
When the train is running and the brakes are released·; the brake valve
handle is in Running position.

The ME-42 brake valve is furnished with a pipe bracket 2 on

which brake valve body 50 is mounted, Fig~ 17~ · Three studs with nuts
6 are used to secure the brake valve body to . the pipe bracket. The
t'vo cap screws 136 and h10 bolts 137 hold the :electr~c contact portion
body attached to the top of the brake valv~ body, while four cap screws
140 bolt the handle guard 138 to the electric contact portion. Cam
shaft 55 extending down thro~gh the brake valve portions and held in
position by cam.shaft nut 72, operates the various contacts in the
electric portion and the valve s in the brake valve porti on as the shaft
vrith the various cams is rotated by ·ha!ldle 233·. All .pipe connections
are made to the pipe bra c~et bottom by means of flanged fittings, ex-
cept the two connections in the side for the air g~ges . This arrange-
ment provides a .compa ct ins tallation.

The pipe c onnections to the pipe bracket are dtlsignated

numerically and so marked on t he bracket, lower 'View, Fig. 17.
1. Brake 'Pipe
3. Propulsion Controller Pilot Valve Pipe

18
 10. Emergency Brake Valve Pipe
11. Straight-air Pipe
21. Feed Valve Pipe
. -...
~
With the brake valve handle in,..Release position, Fig. ~6, the
shaft release cam lifts the valve .plunger and check valve 96 off its
seat providing a direct exhau~t of the straight-air pipe air to permit
release of the brake wheri ope!'ating the pneumati.c brake only;
.'
The double check valve body 35 at~ached to ·the pipe bracket by
~ two cap screws 42 contains two checks 36, Fig. 16, one of vhich permits
a straight-air ap~lication and the other a straight-air release when
operating pneumatically ·only. To rep'l ace or o.lean check valves 36, cap
nuts 39 and 40 are removed.

Brake application valve body 15 attached to the pipe bracket

by tvTO cap screws 30 contains the application. valve pisto'n 16 and spring
23, Fig . 16, which provide for .an emergency brake pipe reduction when
initiated from the emergency brake valve, emergency magnet ·valve or the
propulsion controller pilot valve.

Ordinarily the' application valve parts .are in the position

shown in Fig. 16; with lower side of pis~on .seal 24 connected to atmos-
phere, unrestricted brake pipe air co~ect~d to the underside of piston
16 and brake pipe air connects to the top of piston 16 through a choke
in the piston and strainer 20. The air on top of piston 16 ·1s connected·
through a passage in cover 26 and body 15 to the emergency brake valve
and propulsion controller·pilot valve. When an emergency brake valve
or propulsion controller pilot valve application is . made, the air
from the top of piston H) is vented'. · Brake pipe air below lift's
piston 16 and. f lowG past seal 24 to the atmosphere thus initiating an
emergency brake application. When the brake pi pe air is blown down
spring 23 returns piston 16 to seat on its seal 24. Piston 16 with
seal 24 can be taken' out by removing cap screws 28 and lifting cover 26.

Cap .screws 224 ·are used to secure the electric self-lapping

unit body 175. to the brake valve body, Fig. 16, and cap ·s crews 222
secure the contact cbver 221 to the electric self-lapping unit. The
electric self-lapping unit controls ~he application and release of the
electro-pneumatic · ·b rake in electro-pneumatic .operation.

Whe~ a brake application .is made air from the pneumatic self-
l apping portion f~ows to . the left side of the electric self-lapping
diaphragm 181 moving it and stem 179 to the rigQt . Thus large finger
212 breaks contact with the release fingers on the left and makes
contact with the application finger 198 on the right. Breaking the ·
r elease contact de-energizes the release magnet at the A-1 operating
unit and seats the release magnet valve closing the straight-air pipe
exhaust . Large finger 212 contacting small finger 198 connects current
to and energizes the application magnet at the A-1 operating unit. This
unseats the application magnet valve permitting air to flow to the

, 19
straight-air pipe and passages and apply the brakes.

The A-1 operating unit applic~t i on magnet air and the brake
valve self -lapping ~ir in the straight -air pipe also f l ows to the right
hand side of diaphr agm 181 . When the air pressure on the right hand
side of the diaphragm plus the force of the sprtngs 176 and 184 slightly
exceed the force due t o the air pr essure on the left side of the diaphragm,
the diaphragm and stem 179 are moved to the left. This moves large
finger contact 212 away from the application finger contact 199 thus
cutting off the supply of air to the straight-air pi pe at the appl ication
magnet . With the air supply cut off to the straight-air pi pe , diaphragm
181 and stem 179 are moved onl y far enough to break the application, but
not to make the release contact . As long as the straight-air pipe
pressure does not change the e l ectric self -lapp i ng portion stays in lap
position . If it is· desired to make a heavier brake app lication, the
brake valve handle ie moved farther toward full application. This
operates the brake val ve pneumatic self -lapp i~ por tion, the electric
"' :Ac:L
self-lapping portion .and the A-1 operating unf magnet valve to increase
the straight -air p i pe pressure in the same manner as previously described.

When it is desired to release the brakes, the brake valve

handle i s moved to release. This exhausts the air from the left side
of diaphragm 181 permitting the air and spring pressure on the right ,
hand side to move the diaphragm 181, and stem 179 to the l eft with l ar ge
f inger 212 contacting the r elease contact . The A-1 operating unit
lease magnet is thus energized which unseats the magnet valve venting
re- t
the straight -air pipe ~o atmosphere . With t he straight -air vented f rom
both sides of diaphragm 181, springs 176 and 184 hol d diaphragm 181 and
stem 179 over to the l eft and large finger 212 engaged with the release
contact . Thus the electric self -lapping portion is held in release
position, likewise the A-1 operating unit ~gnet valve.

If it is desired only to decrease the brake cylinder pressure,

the brake valve handle is moved toward release and held there . This
causes a partial reduction of air on the left aide of diaphragm 181
permitting the a ir and spring pressure on the right hand side of tho
diaphragm to move the diaphragm and stem 179 to the l eft until larger
finger 212 contacts the release contact . The A-l operating unit re-
lease magnet is thus energized which unseats the magnet valve venting
the straight-air. When the pressure in the straight-air pipe and on
the ri~~1 pand face of diaphragm 181 is reduced sufficiently below that
on the~~ hand side, the diaphragm 181 and stem 179 and larger finger
212 ar e moved to the right until larger finger 212 breaks contact with
the release contact. The electric self-lapping portion is thus lapped
and •rill stay that way until the a ir pressure i s increased on the l eft
side of the diaphragm to provide for a heavier brake application, de -
creased to reduce the amount of brake application or exhausted to
provide for a release of the brake .

The check valve unseated by plunger 93, Fig. 17, and actuated
by the brake va lve shaft cam permits air from the pneumatic self-lapping

20
portion to. flow to the straight -air pipe during·service, emergency~
~nd±e-o~~ brake applications. When seated in emergency and handle off
pos itions, it prevents . the loss of straight-air at the non-operative
brake valves of the train.

Check valve 96, Fig. 17, unseated by its plunger and cam shaft
55 only in brake v~lve release pos ition, permits direct exhaust of the
str aight ~air . pipe vrhen the brakes are operated pneumatically only . In
all other po~itions of the brake valve .the check valve ·plunger does not
contact the check valve which is held . seated by· return spring 97 . Check
valve 96 and the similar valve above operated by plunger 93 can be re -
pl aced by removing the body 105 fastened to the brake valve by four
cap screvs 127 L

The pneumatic self-lapping ·portion which functions to suppl y :

and exhaust ..air to the electric self -lapp ing portions and . the straight · ~"\oo" ·
pi pe when opera.ting .the pneumatic brake. sy1;1tem, is housed in the body
105 and cover 121, Fig . 17. Four cap screws 125 hold cover 121 to body
105 and f our cap screvrs 127. hold the body 105 attached to the brake valve
body . The internal operating parts of the pneumatic self - lapping port i on
consists of inlet . valve 1:30 with it.s spring 113, exhaust valve 129. with
its seat 117 and spring. ll6 and operating diaphragm 118 with its spring
124 and adjusting screw 122 • . .

The pneumatic self~lapp ing portion ·is operated by its cam 62,·
~ec tion D-D, on the shaft 55 .and controlled by the brake valve handle,
Fig . 17 . In release and running positions the cam p e1~ts spring 113·
to seat the inlet valve 130 on its seat 112 cutting off supply air . At
the same time. spring 116 !).olds exhaust valve. 129 unseated so tha t the
a ir passages t o the elec~ric self-lapping portion and straight -air pi pe
are open t o atmosphere . In service , position the shaft cam moves the
sp~ing housin~ 115 , inlet spring 113, inlet valve 130 and inlet seat
112 to t he left until exhaust valve 129 is ~eated .. Further mov£~ent
due to the c~, moves the inlet valve 130 away from inlet. valve, ~ /tl. l.
permitti ng air to.flow to the electric self-lapping portion, the
strai&~t -a ir pi pe and to ·the chambers on the right hand s ide· of dia-
phragm 118 and exhau st valve seat 117. ~llien the air pressure builds
up suf f iciently to overcome the force of diaphragm spring 124, diaphragm
118, exhaust valve seat 117 and exhaust valve 129 are moved to ' the left
permitting spring 113 to seat sup; ly valve 130 cuttinB off the flow of
supply air . To make a heavier brake application the brake valve handle
is moved farther toward servi ce position . This operates the pneumatic
self-lapping portion to increase the operating pr essures i n.the same
manner as described above, anQ, this can be done in increments until a
full service application is obtained.

To partially rele~se the brake, the brake valve handl e is

moved toward release . The cam on the shaft permits the exhaust valve
spring 116 t o move spring hous-ing 115, spri ng 113, i nl et valve .130,
inlet val ve seat 112 and exhaust valve 129 to the right unseating the
exha ust valve 1~9 . Thus the air is vented to atmosphere from the

21
electric self-lapping portion a~d the straight-air pipe . With the decrease
in air pressure on the right hand side of diaphragm ll8 the diaphragm
spring 124 moves diaphragm 118 and ey~aust valve seat 117 to the r ight .
~~en the air pressure has fallen below the value of the diaphragm
spring 124, the diaphragm seat is seated on its exhaust valve 129 cutting
further venting of the air. To reduce the brake farther the brake valve
handle is moved farther toward release and the pneumatic self-lapping
portion operates as described above to reduce the operating pressures.
To ful ly release, the brake valve handle is moved to running or release,
in which case the operating air is vented to atmosphere a·s described
above and the exhaust . valve· seat 117 is not seated.

Dead man's check valve 87, Fig. 17, unseated in release,

running and partial service positi9ns of the brake valve handle permits
the propulsion controller pilot · valve to opera·te the brake application
valve and initiate an' e!'tlergency brake application if the propulsion
control ler handle is not held depressed . The · check valve is held un-
seated by. plunger 86 and its cam on shaft 55 . Spring· 88 seats the
check valve when the plunger i s in ita lower position.

Charging check valve 89 operated by its cam and plunger 85,

Fig . 17, permits char'e ,ing of the brake pipe at the brake valye in full
service position of the brake valve handle. Thus air pressure is pro-
vided to the A-1 op~rating unit to move the emergency valve piston to
release position after initial charging or after an ·emergency brake
application. Spring 90 seats the check valve ·when the plunger 85 is
not in contact ·w ith t i.te check valve.

Anotner charging check valve similar to check valve 89 but not

cam or plunger operated and· not shown is used to prevent loss of brake
pipe air to the supp ly pipe if the supply pipe pressure should drop
below that of the brake pipe . The check valve is spring seated and
when check valve 89 is unseated by its plunger, the supply air lifts
the spring seated check and flo~to the brake pipe past unseated check
valve 89. Should th.e air travel ~ry to reverse the spring seats the
spring seated check valve preventing flow from the brake pipe .

Check valve cover 92, Fie . 17, is attached to the brake

valve body 50 and can be removed by loosening the four nuts on studs
54 . This permits remov~l and inspection of the check valves 87 and
89 and the respective. spr'i ngs .

The .emergency valve 79, Section C-C, Fig . 17, provides for
an emergency brake pipe reduction when the brake valve handle is moved
to emergency position. When the brake valve handle i s moved to
emergency, the cam on shaft 55 rotates cam dog 76 to the right moving
plunger 78 .which lifts pilot valve 81 and emergency valve 79 ·off their
seats . When the brake pipe reduction is completed, SJ?.r ing 83 returns
the ~mergency valve 79 to its seat. Pilot valve 81 and, valve 79 are
held unseated as long as the brake _valve handle is in emergency
position so that no build-up of brake pipe pressure is possible. When

22
the brake valve handle i s moved out of emergency, spring 82 seats the
pilot valve and spring 83 seats valve 79. Cap nut 84 permits removal
and inspection of the emergency valve parts .

The circuits in the brake valve are wired through the terminal
board 151, Fig . 16, which is attached to the bra~e valve body by four
cap screws 159 . · The lower lead .at .terminal A is to the application
train line wire and the' upper one is to one of the application leads
163 at the condenser 226. · The lower · lead at terminal R is to the
release trai~ line w·i 'r e ancl ' the ·other one is to electrical self-
lapping 'Valve· terminai boa.rd lead R . ·The iower ·lead · at terminal 5
is to the dynamic train line wire and the upper one is to lead· 5 at
the contact board 145. The lower lead at terminal B2 is to the supply
battery imd the upper iead· is to lead B2. at the contact boar-d 145 . The
lower lead at terminal ' 3AB is· to· the master controller lead 3AB and
t he upper ·iead is to lead 3AB at ~the contact board 145 : .. · ·

. The electrical contact portion body 135 and Contact cover 231, .
Fig . 17, . ho).lse the ·ope~atfng ·quadrant 75, interlock and.propu'lsion cam
74' brake cam 73' condensers 22'6 ' contact boards ' 145' cam switch 146
and the various leads on the contact · bo·ards and · condense·r s . Electrical
contact _portion 135 is attached. to the b~ake valve body by 2 bolts 137
and the contact cover 231 is fastened to the ' contact portion 135 by
four screws 232·. By removing 'the c·ontact cover the various · assemblies
in the housing are· available ~or inspection and repair.

Op.e rating quadrant 75· keyed . to shaft 55· by key 56 provides

an indication of the brake valve ·handle positions. Quadrant latch 141
actuated by spring 14), Section A-A, moves into the quadrant groove
when the brake· valve '· handle rotates to a given position·~ ' Thus an
accurate · l6'cat~on of the brake valve handle position is indicated.

: The interiock and propulsion cam operates the interlock and

propulsion cam switches 146 as the brake valve handle is rotated to·
its various positions . In like ·manner the · brake cam operates the brake
switch. 146.

The condensers 226 are used in connection with the application

and release brake circuits and are he ld in place by strap' 228· and
screws 229 .

Contact boards 145 contain the leads for the circuits in

the electrioal contact port ion . The two contact boards are secured
in place by ei¢ht screws 150 .

Handle' gua~d 138 attached to the electrical contact body 135

by four cap screws 140 pr ovides the handle housing and guard . Cap ' nut
139 can be ' temoved so that brake valve shaft can be lubricated .

When operating the brake, the brake valve handle is mov'e d as

required to the follOiving posi tions: Release, Running, Full Service,
Emergency and Handle Off.
. 23 ·. . ,.
 Release Position. When the electro-pneumatic brake is cut
out and only the pneumatic brake is being used this is the proper
posit i on of the handle (a) to release the train brakes after the
handle had been moved to Handle Off and Full Service positions follow-
ing initial charging of the reservoirs and brake system, (b) to release
the train brakes after the handle had been moved to Full Service follow-
ing an emergency brake application, and (c) t .o release the train brakes
after a service brake application.

Running Position. When both the electro-pneumatic and pneu~

matic brake systems are cut in and being used this is the proper
pos ition of the brake valve handle (a) to release the brakes after the
handle had been moved to Handle Off and Full Service following initial
charging of the brake .systems , (b) to release the brake after the handle
had been m9ved to Full Service following an emergency brake application,
(c) to release the ·brake after a service brake application, and (d)
when the brake system is charged and ready for use.

Service Position. When H is desired to apply the brake this "----'

is the proper position to place the brake valve handle. This cuts in
the dynamic brake and connects air from the pn~umatic self-lapping portion,
the electric self-lapping portion and the strai~lt-air pipe to apply the
brake. The amount of brake app licat ion is dependent· on how far toward
Full Service position the brake valve handle is placed.

Full Service Position . . The brake valve handle is moved to

Full Service when it is desired t o connect supply air to the brake
pipe at the brake valve for moving the emergency piston to release at
the A-1 operating unit after initial charging or an emergency application,
after which the handle is moved t o release or running to release the
brakes depending whether the train is in pneumatic or electro-pneumatic
service. Full SerVice position is also used to pr ovide ·a full service
brake application.

Emergency Position. The brake valve handle is moved to

Emer gency position 1vhen it ls desired to make the shortest possible
stop. This unseats the brake valve pilot and emergency valves vent ing
the brake pipe at the brake valve , which operates the A-1 operating unit
emergency valve to apply the brakes.

Handle Off Position. This is the brake valve handle position

in which the handle is applied or removed from the brake valve. The
handle is removed from all the brake valves of the cars in the train
except the operative end of the control car . . All the check valves
are closed and all electrical circuits are broken so that all the
control is at the operator's brake valve.

A-1 OPERATING UNIT

The A-1 operating unit, Fig. 18, consists of a number of

attached operating devices which operate to apply and release the brake

24
as controll ed from_the brake val ve, the emergency brake valve , emergency
trip cock, i nterrupted brake pipe or deadman control appli cation. With
the operating devi ces grouped the A-1 operating uni t eliminates the
piping between the various portions and maintenance of such piping. The
various operating devices which make up the A-1 operating unit are as
!ollovrs :

(a) The main reservoir cut -out cock 700 wi th its flanged fitting
801, Section R-R, Fi g . 21, attached to t he f i lter cover 613 by two cap
screws 851 , Fig . 19, is used when required to cut off main reservoir
air to the A-1 operating unit . Handle 704 , Secti on R-R, Fig . 21,
rotates cock key 701 to open or close the cock passage . Cock key
spring 702 holds the key in position. To remove the cock key, handle
704 is first taken off, then cap nut 703 is unscrewed permitting
-removal of the spring and the cock key .

(b) The 3/4" tyPe "J" filter attached to the A-1 operating
unit body by four studs and nuts 4, Fig . 19, removes the dirt from
4- ~ f
the air before passage to the operating unit. A body 6OO~ and cover
613 contain the filter parts . A shield 601 has a spiral channel which
baffles the air flow and deposits heavy dirt particles. Filter insert
603 is held on a central tie bolt 602 by castl e nut 609 . The filter ~ ~ ~
603 consists of a group of felt .folds through which the air passes to
the outlet, the fine dust particles being caught and retained in the
felt .

Body 600, i n which heavy dirt deposits, is provided with

pipe plugs or with drain cocks 720 which permit drainage from the side
or bottom . The dirt chamber, body 600, is removable for . cl~anine by
loosening the nuts holding the body to cover 613d Filter.603 can then
be removed by backing off the castle nut 609 . Filter unit 603 is washed
in an -alkali -free hydrocarbon solvent and used repeatedly after cleaning .

(c) The M-3 -A feed valve attached to the A-l · operating unit
body by two studs and hexagon nuts3, Fi g . 19, automatically maintains
a pr~determined normal air pressure to the A- 1 operating unit and the
~l~h~ ai~ pi pe . Adjustable stops for double pressure control aro
provided on the fe~d valve .

The diagr ammatic views, Figs . 23 and 24, picture the val ve
with all parts in one plane in order to facilitate description . Main
reservoir pressur~ is present on both sides of piston 20, . the und~rside
through slide valve chamber and chamber k, and chamber m on top through
passage n, by -pass choke 25, passage· p and · chamber k . Passage n also
leads to the top of regulating valve 7 while the diaphragm chamber
under this valve is always in communication with feed valve ~elivery .
pressure through . passage o .
.Opening
Air enters the feed valve opening marked "Main Reservoir"
and flows to chamber k and the slide valve chamber under piston 20 .
25
Above the piston is spring pressure and feed valve delivery pressure
combined which, however, is l ess than the main reservoir pr essure in
the slide· valve chamber under the piston . Consequently, the piston
and slide valve will move up to the position shown in Fig.11.l ~ and main
reservoir pres s ure will flow to the delivery through ports b and b' i n
sl ide valve 22 and ports a and a' in the seat .

Main r eservoir pressure also f l ows from chamber k through

port p and by-pass choke 25 to passage n and above the piston. Passage
n is connected to regulating valve 7 (he ld open at this time by regtliating
spring 15 under diaphragm 11) so that pressure passing through the by-
pass choke is free to flow past the regulating valve and through passage
o to the delivery pipe . Consequently, so l ong as the regulating valve i s
open, the pressure above pis ton 20 will be less than that underneath
and the piston and attached slide valve will remain in open position as
illustrated, ·

· It will be noted that there are two ports through the s lide
valv e and the slide valve seat. When delivery pressure has been reduced
a considerable amotmt below the adjustment. of regulating spring 15,
regulating valve 7 will be f ully open and piston 20 will move upward
to its extreme position opening both ports in the slide valve, as the
by -pass choke so re stri cts the . flow of main reservoir air that pressure
cannot build up in the chamber above piston 20 as long as valve 7 is
fu lly unseated. I f a limited reduction of delivery pressure has been
made, the regulat~ng valve will not be fully opened and pressur e flowing
through the by-pass choke will result in a lower differential acting on
piston 20 which will move upward only far enough for port b in the slide
val ve to register \·lith port a in the seat .

Closing

\·lhen deli very pressure above diaphragm ll (connected through

port o) becomes greater than spring pressure acting under the diaphragm,
the diaphragm will move downward permitting spring 9 to seat the ~
regulating val ve 7. Main reservoir pressure f l owing through by-pass
choke 25 t o chamber m above piston 20 wi ll quickly equalize with the
pressure underneath, and · sprin~28 and 31 will force the piston and
slide valve downward to closed position, Fig. 24, thus cutting off t he
flow of main ·reservoir air .to the delivery pipe through the slide valve.

The parts '1-rill remain in this position until delivery pipe

pressure above diaphragm ll becomes less than the tension of regulating
spring 15 when the diaphragm will move upward, unseating the regulating
valve and again connect i ng the top of piston 20 to delivery pipe
pressure. The piston and sli de valve will then be moved upward to open
posi ti on by reason of the higher main reservoir pressure under the
piston as compar ed to the lovrer del·ivery pi pe pressure above in chamber m.
Venturi Tube Act i on
The function of venturi tube z is to obta in a sustained air

26
delivery flow from the main reservoir to the delivery pipe up to the
point of pressure for which the feed valve is adjusted . Its operation
is on the same principle as a st•eam injector. The main reservoir air
in flowing through the venturi tube to the lower pressure in the de -
livery pipe develops an increased velocity at the small section of the
venturi tube with a corresponding decrease in pressure at this point.
Pas sage o leads into the venturi tube at this small section, or throat,
whi ch causes the pressure to be reduced in the diaphragm chamber below
t he delivery pipe pressure and permits the regulating spring 15 to
open the regulating valve 7 more fully, thus allowing a greater flow
of air with consequently greater reduction of supply piston 20 .

As the delivery pipe pressure approaches the pressure for

which the Feed Valve is adjusted, the velocity of flow through the
venturi tube diminishes . Therefore, its effect of reducing the pressure
in the diaphragm chamber becomes proportionately less, thus permitting
a ccumulation of pressure in the regulating valve at its true setting .

Ad~ustment

The H-3 -A has t-vm adjustable stops 18 encircling the spring

box, split through the lugs and closed with a machine screw. When
setting the valve, set the valve at the 110 lb. setting, loosen the
machine screws and move the stops 18 against the stop pin \vhich is a
part of the regulating nut and ti@1ten the machine screws.

(d) The A-l opera~ing unit. combined application and release

magnet portion, Sections M-M, N-N and 0 -0, Fig. 20 , operates the 11B"
relay valve to apply and release the electro-pneumatic brake as controlled
by th~ brake valve.

The application and release magnet portion consists of the

magnet valve body 500 and the two magnet housings 510 in which the
device parts are housed. In the magnet valve body are located the
application and release valves 515 , valve springs 516, valve seats 514,
socket contacts 519, supply port choke 501 and e~1aust port choke 502.
Each of the two magnet housings contain a.coil 504, magnet core 503,
core washer 506, armature stem 508, armature 507, armature stem·nut
and cap nut 511 which provides accessibility to . the armature stem and
nut for adjustment. Cap nuts Sll on the valve body 500 permit access
to the valves 515 and. springs 516 .

The body has three air passages, to exhaust through exhaust

choke 502, to the supply passage which contains supply choke 50l#and
the straight-air passage to the pipe bracket. Each magnet coil has two
wires ;vith socket contacts 519 . One magnet coil is connected to the
application wire and the second to the release \vire. Each coil has
its return wire and socket contact. When the application coil is
energized con 504 pulls armature 507 and stem 508 downward . This un-
seats supply valve 515 connecting supply air to the straight-air passage .
When the application coil is de-energized spring 516 seats the check

27
valve cutting off flow of supply air. When the release coil is energized
the release valve 515 is unseated, in the same manner as the supply
valve, pe1cmitting the release of the straight-air to the exhaust choke
502 and atmosphere . ~n1en the release coil is de-energized spring 516
seats the release .va lve p~eventing the exhaust of the straight -air .

(e) The A-1 O~erating Unit Emergency Valve Portion, Fig . 20,
Sections A-A and B-B, provides an emergency brake application and the
quick propagation during an emergency brake applicat~on and controls
i nitial charging of the air brake system.

The emergency va lve portion consists of the following : the

body 100 in which the various parts of the valve are housed, Section
B-B; the emergency piston 113 \-lhich moves in its bushing in accordance
with brake pipe presstrre to move emergency slide valve 107 and graduating
valve 108 to emergency or release positions; emergency piston spring 115
for moving the emergency piston to emergency position when the brake
pipe pressure is reduc ed; slide valve 107 attached to the stem of
piston 113 by bro pine 111 and held to ita seat by strut 112, makes
the necessary port connections t o provide for a release or an emergency
brake in accordance with the piston position; the graduating valve 108
shouldered and pinned in the stem of piston 113 and held to its seat
by spring 109 connects the quick action chamber air to atmosphere and
to the·operating face of vent p iston 126 during emergency application;
oil plug 119 ·for replenishing piston ring oil in the well of piston
113; lubricating wick 118 which conveys the oil from the piston well
to the piston ring 120; wa sp excluder 101; check valve 128, Section
A-A, which ~ermits flow of quick action chamber air to vent valve
piston 126 during emergency application; check valve spring 129 to
keep the check valve seated when not in use ; vent valve piston 126
which moves in its ·bushing when actuated during emergency appl1cation
by quick action chamber air to unseat venting valve 124; vent valve 124
•·rh ich when unseated exhausts the brake pipe air to propagate an emerGency
application in the train; spring 123 which holds piston 126 and vent
valve 124 seated except during emergency application, and vent protector
141 which permits venting of vent valve air but prevents any foreign
matter to ent.er the valve . Check valve cover 134 permi ts access to
the check valve 128 and sl.ide valve strut 112, and emergency piston
cover 137 provides for removal of piston 126. Emergency piston cover
137 houses emergency spring 115 and its guide 114.

The emergency valve has t;.ro posi tiona, release position and
emergency position. In release position the valve parts are in the
position shown in Sections A-A and B-~ . Brake pipe air from the brake
valve is present on the left face of piston 113, also from the feed
valve by way of the slide valve 107 . Thus brake pi pe air can flow
through choke 102 and charge to the back of piston 113 and the quick
action chamber . Brake pipe air is also connected to the chamber
around vent valve 124, which is seated in release position .

In emergency pos ition the piston 113 is moved to its extreme

left position. During initial charging the piston is moved t o emergency
'28
 by air from the charging valve, which flows into the vent valve chamber
on the right hand side of piston 113 . Thus slide valve 107 moves to
the left and connects supply reservoir air to the double check valve
from where it flows to the variable load valve and the relay valve to
apply the brake.

vfuen piston 113 is moved to emergency due to an emergency

brake application the brake pipe pressure on the left side is reduced
and the higher air pressure on the right hand side moves the piston to
the left . The first movement of the piston picks up graduating valve
108 which connects quick action ~hamber air through slide valve 107 to
atmosphere. Further movement of the piston picks up slide valve 107
which carries the slide valve port out of register with the slide valve
seat exhaust port cutting off exhaust of' quick action chamber air. This
movement of the slide valve uncovers the right end slide valve seat port
through which quick action chamber air flows to the lower side of check
valve 128 . The air lifts the valve and flows to the right hand side of
;.;-- the bx·ake pipe vent valve piston 126, moving the piston to the left
which unseats vent 124 . This provides for a large direct opening of the
brake pipe to atmosphere. When the quick action chamber air flowing
past check valve 128 reache•a predetermined point, spring 129 seats
the valve cutting off further f l ow of air to exhaust . With the
emergency piston 113 in emergency posit ion the supply reservoir passage
is connected by slide valve 107 to the double check valve and relay
valve which is operated to connect air to the brake cylinders . The
slide valve 107 also connects the choked brake pipe passage port to the
vent valve exhaust and prevents undesired release due ~o leakage .

In releasing after an emergency application brake pipe air

builds up faster em the l eft face of piston 113 than it can flow through
choke 142 and the cavity in slide valve 107 to atmosphere. Thus the
piston 113 and its slide valve 107 are moved to the right to release
position . The emergency piston chamber on the left face of piston 113
is cut off from tne exhaust port by slide valve 107 and connected
to the feed valve port · so that the piston chamber and_brake pipe are
charged directly from the feed valve in addition to the brake valve
charging. Further. the port to the double check valve is disconnected
from the rveea ~a~e port and connected to the exhaust port by the slide
valve. The quick action chamber is charged from . the brake pipe through
choke 102 as previously described in Release.

(f) The use of a B Relay Valve provides that air from the
supply reservoir is supplied the brake · cylinders, as controlled by
the operating valves . This arrangement provides for the flow of air
to and from the brake cylinders, to insure the normal rate of application
and release of the brakes .

The "B" relay valve relays the application and release operation
of the operating valves, reproducing in the brake cylinders, the same
brake cylinder pressure condition established by the operating valve .
It has a high capacity air flow, providing fast application and release

29
rates for any combination of number and sizes of brake cylinders .

'l'he "B" relay valve parts are housed in the body po.r tion
mounted by four studs and nuts E directly on the A-1 operating unit
pipe bracket, Fig . 19, instead of the pipe bracket 2 as shown on Fig .
25 . Mounting brackets 45 and 46 , Fi g . 26, are not required with the
relay valve mounted on the A-1 operating unit. Piston 17 contains
lever 19 mounted on ball bearing 20 on which t he lever r otates when
the pist on is moved by pressur e changes . The left end of the lever 19
controls the movements of exhaust val ve stem 26 and the latter in turn
control s· those of eL~aust valve pi ston 29 and e~1aust valve 27 . The
right end of the lever 19 controls movements of appli cation valve stem
34 and the latter in turn controls those of application valve 37 and
appli cation piston 35 .

As shown in Fig. 27, chamber "B" on t he face of the "B" relay

valve p iston 17 i s connected to the operat i ng valves of the A-1.
operating unit and the application piston. 35 to the M-3-A feed valve
and t he supply reservoir. Suppl y reservoir air flows through choke
12 to the spring chamber, back of the appli cation piston 35, balancing
the pressure on both faces of the application pi ston 35 . With the
brakes r eleased, there is no pressure in the passage;jto the operati ng
valves and chamber Bon the face of relay piston 17; therefore, the
pis ton is in releas e position, springs 38 and 39 hold the application
valve and piston seated, and exhaust valve 27 and piston 29 are in
their lower· posit i on, opening chamber A and tho brake cylinders
supplied by the relay valve to e~1aust passage e .

When a brake application i s made · air from the operating

valves of t he A-1 operating ·unit builds press ure into chamber B on
the face of the r elay valve piston 17, Fig. 28, moving t h e piston
and attached piston l ever 19 upward . · Application valve spring 38
resists the first movement and thus fulcrums lever 19 at the right
end between application va l ve ·s tem 34 and adjusting screw 24 . The
l eft end of piston lever 19 mov es upward, lifting exhaust val ve stem
26, seating exhaust valve 27 on its val ve seat on piston 29 and moving
the latter against its bushing seat, thus limiting the upward t r avel
of the left end of lever 19 . This closes off the connection between
t he brake cylinders ( chamber A) and the exhaust · passage e . As piston
movement continues upward, lever 19 now becomes ful crumed at the l eft
end and applicati on valve stem 34 lifted, unseating application valve
37 . This permits supply reservoir air above the application pi ston
35 to flow into chamber A and to the brake cyli nders faster than the
rate of supply permitted by choke 12, and the reduc ed pressure above
allows suppl y res ervoir air underneat h to lift the· piston, permittine
supply reservoir air to f l ow to brake cylinders . By reducing t he
force required to open the large application piston 35, the valve 37
and the choke 12 thus function to provide easy, sensitive operation
of the application valve .
Brake cyl inder pressure continues to bui l d up in chamber
A, Fig. 29, and on the back of piston 17 until it equals pressure on

30
 ,.
..
•.

the face of thi s piston (chamb er B) when springs 39 and 38 return the
application piston 35 and its val ve 37 to their seats and move stem 34,
the right end of l ever 19 and piston 17 downward . During this movement
the left end of the lever fulcrums on stem 26 and hol ds the exhaust
valve seated . This is lap position in which the r elay valve mai ntains
brake cylinder pressure against leakage , as any reduction in pressure
in chamber A on the back of piston 17 below that in the operating valve
passaBe on the face of the piston (chamber B) causes lever 19 to move
upward, opening the application valve 37 and allowing supply reservoir
air to flow to brake cylinders unt i l the bal ance is restored .

When pressure on the face of piston 17, Fig . 27, is reduced,

brake cylinder pressure on the back of the piston causes it to move
downward and, as the lever 19 is fulcrumed at its right end, moves the
left end of the lever downward, a l lowing exhaust valve 27 to open . This
allows brake cylinder air to flow past the exhaust valve, thus bal ancing
the pressure on the exhaust piston 29 and all owing it to open easily.
This pennits brake cylinder air in chamber A to f l ow to exhaust throu~1
passage e . If the operating valve air of the A-1 operating unit is
completely released, relay valve brake cylinder air will also completely
release . If only a partial release of the operati ng valve air is made,
relay valve brake cylinder air will continue to flow to exhaust until
the pressure on the back of the piston 17 is lower than that on the
face , at which time the p iston moves upwar d to l ap position, seating
the exhaust valve and exhaust piston and cutting off further flow of
brake cylinder air to exhaust.

(g) The Lock -Out Magnet Valve, Section U-u, Fig. 21, permits
the flow of inshot valve and suppl emental air and locks out the straight- r
air while the dynamic brake is effective .

The lock -out magnet portion consists of the magnet body 550
and the magnet housing 561 in which the various device parts are housed.
In the magnet valve body 550 are located inshot and straight -air valves
551, valve spring 552, valve seat 563, terminal block 566 , terminal
block screws 567, and filters 5ei· The magnet housing 561 contains
the magnet coil 560, magnet core 554, core washer 555, armature 557 ,
armature stem 556, armature stem nut 558, terminal clip 569, and cap
nut 562 which provides accessibility to the armature stem and nut for
adjustment . Cap nut 553 on the valve body 550 permits access to the
valves 551 and spring 552 .

The body 550 has three air passages; the lower around spring
552 l eading to the straight -air, the second around the heads of the two
valves 551 leading t o the double check valve and the Relay Valve and
the third below the end of armature stem 556 lead1ng to the inshot valve .
The magnet coil 560 is connected to the dynamic brake circuit, thus
when the dynamic brake is e.ffective the magnet coi l 560 is energized .
This pulls armature ·557 and armature stem 556 downward which seats lower
valve 551 to look out t&~straight -air and unseats the upper valve. Air
at inshot valve pressur~flows past the upper unseated valve 551 to the

31
double check valve and rel ay valve to bring the shoes up to the wheels.
When the dynamic brake fades off magnet coil 560 is de - energized . Spring
552 then moves the two valves 551, armature stem 556 and armature 557
upward. Thus upper valve 551 is seated cutting off the inshot valve air
and the lower valve is unseated connecting straight -air to the double
check valve and relay valve .

(h) The Reset Magnet functions to reset the variable load valve
each time the car doors are opened . The reset magnet valve portion is
the same as the lock - out magnet valve portion Section U-U, Fig . 21,
except that the valves 551 are seated differently, see the ·v iew of the
valves in the assembly on the left side of Section U-U. ·

When the car doors are opened the circuit is connected to the
reset magnet energizing the coil. This moves the armature and armature
coil downward seating upper exhaust valve 551 and unseating lower supply
valve 551 . Air at feed valve pressure flows past the lower unseated
valve to the variable load valve for reseting in accordance with the new r-'
load of the car . When the car doors are closed the circuit to the reset '-
magnet is ' cut off and the magnet coil is de - energi zed . Spring 552 then
moves up lower supply valve 551 cutting off f ee d valve air to the variable
load valve and unseats upper exhaust valve 551 permitting exhaust of the
variable load valve air . This perm-its locking of the variable l oad .
valve to the load setting of the car .

(i) The Variable Load Valve ·is attached to the A-1 operating
unit with four studs and nuts 36 and connected to the load operating
mechanism through strut cylinder piston rod 166 and latch piston rod
198 as shown on Fig. 19 and 21. Its function is to limit the brake
cylinder pressure to an emergency retardation rate in accordance with
the passenger load on the car. A low limitins brake cylinder pressure
is used for an empty car and a higher pressure for a fully loaded car .
Between these limits for empty and loaded cars, the limiting brake
cylinder pressure is automatically varied t o suit the car load, that
is the maximum brake cylinder pressure obtainable bears the same
relation to the car weight no matter what the loading .

The variable load valve consists of the strut portion, latch

portion, load operating mechanism portion, regulating portion and the
by-pass portion .

The strut piston 166 housed in the strut cylinder moves the
variable load valve operating levers and the load operating mechanism
in contact with the car weighing plate, when the car doors are opened,
eo t hat the variable load valve is set for braking the car in accordance
with the passenger load. Piston spring 171 returns the levers and load
operating mechanism out of contact with the car weighing plate after
th~ car doors are closed and the variable load valve is latched in the
load setting to prevent unnecessary wear of the parts.

The latching portion of the variable load valve consists of

piston 199, piston rod 198 and piston spring 197, Fig. 21. Its function

32
is to lock the variable load valve as set by the passenger load of the
car after the car doors are closed . ·

The latch piston 199 housed in the latch cylinder rotates the
rocker arm 204 and its roller 208 out of contact with the sector 189 to.
unlock the variable load valve setting when the car doors are opened and
reset magnet valve air enters the latch cylinder . Piston spring 197
returns the latch piston 199 to latch position after the car doors are
closed and the-reset valve air is vented from the latch cylinder . This
rotates rocker arm 204 with roller 208 to contact the sector 189 and
lock the variable l oad valve in the load setting before the strut
piston 166 returns the load operating mechanism from the load setting
on the car.

The regulating portion, Fig. 21, Section Y-Y, limits the amount
of brake cylinder pressure· in accordance with the passenger load setting
of the variable load valve. It consists of the adjusting stem 237 which
conveys the passenger load setting of the car from the roller bracket 191
to the regulating portion, the regulating sleeve 236 which sets the
regulating spring 235 to the car load through the adjusting stem 237,
diaphragm 228 and spindle 229 which seat the regulating valve 225 when
the brake cylinder pressure is built up to the maximum permitted by the
car l oad and the regulating valve 225 and its spring 226 for admitting
air to the "B" relay valve as controlled by the car load during brake
application.

When the brakes are released, edapter stem 237 is set to the
car load by the load operating mechanism. This moves sleeve 236 inward
and through spring 235, spindle 229 and diaphragm 228 regulating valve
225 is unseated. When the brakes are applied relay valve air flows to
face of diaphragm 228 and builds up to the maximum permitted by the
car load, the diaphragm moves toward and compresses spring 235
permitting valve 225 to seat and cut off further flow of air to the
r elay valve, thus limiting the brake cylinder pressure to the load setting.
Upon release of the brakes the air on the face of diaphragm 228 is vented
permitting spring 235 to unseat valve 225.

The by-pass portion, Fig. 21, Section X-X, permits the un-
restricted flow of air to the "B" .relay valve in an amount not to exceed
that required for braking of an empty car; further air required is
supplied through the regulatibg portion. It consists of a check valve
220 which cuts off the air flow to the relay valve when the air pre ssure
required to brake an empty car is reache d, check valve spring 221 for
seating the check valve 220, by-pass piston 211 holds the by-pass check
valve off its seat until the required air pressure is built up, by-pass
piston spring 218 acting on the by-pass piston and by-pass adjusting
sleeve for adjusting the spring in the by-pass portion .

When a brake application is made straight -air enters the by-pass

portion and flows past unseated by-pass check valve 220 to the relay
valve passage . This nir .continues to thus flow until the pressure to

33
the relay valve and on the face of the by-pass piston reaches the pressure
required for braking an empty car . This air pressure moves piston 212
compressing spring 2i8 .which permits check valve 220 to be seated. by spring
221 . The check valve is thus held seated until the brake is released and
the air on the piston face is vented . · Then spring 218 moves the piston
which unseats check valve 220.

Adjusting arm 179 adjusts the load operating mechanism through

reach rod 252 as controlled by the strut piston 166 . The adjusting arm
also connects the.. load operating mechanism to the adjusting stem 237, ·
the latching sector 189 and rheostat adjusting link 262 through slide
180, link 177 and roller bracket 191. When the car doors are 9pened and
strut piston 169 moves adju~ting ?rm 179 outward, the load operating ·
mechanism lever is moved to contact the truck wearing plate and the
latching piston 199 unlatches the variable load valve setting. Any car
change_ is thus reflected through the load operating mechanism, reach rod
252, adjusti;ng arm 179, slide 180, link 177 and roller bracket to sector
189, adjusting st.ein 237 and rheostat actuating link 202. Whe:n t he car
doors are closed the· latching piston 199 locks the setting of the sector
189 rheostat .actua't ing link 202 arid adjusting stem 237 for the load of
the car and strut piston spring 171 moves the strut piston 166 and ad-
justing arm 179 so that the load operating mechanism l ever breaks contact
with the truck wearing plate . · ·

(j) The Load Operating Mechanism adjusts the variable load valve
to the load setting of the car as reflected by the· car body - up and down
movement due to truck spring deflection. It consists of a measuring lever
and rod arrangemei'lt attached to the car body and connected through the
reach rod bolt 252 and adjustment nut 253 to the variable load valve,
Fig. 21. A wearing plate for contacting the measuring lever and !Oller
and attached to the car truck is also part of the mechanism.

When the car doors are opened the -reset magnet is energized
and connects feed valve air to · the strut and latch cylinders. This
moves the strut piston and load operating-mechanism to thus rotate the
rod and measuring levers until the measuring lever roller contacts the
truck wearing plate . T11e latching piston is also oper~ted by the reset
magnet air to unlock the variable load valve ~or resetting to the
new load.

As the car doors are _open· and the passengers load the .car,
the car body with the attache·d· load operating mechanism le:vers moves·
downward .. The measurlng lever vrith . the roller is rotated upward tm-rard
the lo~d position. This rotates the rod lever 8nd moves the rod 252
adjusting the u~latched variable load valve for the load of the car.

1~en the car doors are _

c losed thy reset magnet is de-energized
vrhich exhausts the air from the variable valve lat ch and strut pistons .
The l atching piston is moved back· by the latch spring to l ock the· .
variable load valve in the load setting of the car. Then the strut
cylinder spring moves the strut piston 166 and rod 252 and rotates the

' ..
 measuring lever and roller off the truck wearing plate. This prevents
unnecessary wear on the various parts due t o vibration. Thus the l oad
operating mechanism adjusts the variable load valve t o the load setting
of the car.

(k) The A-l Operating Unit Charging Valve, Fig. 20 , Section T-T,
insures that the emergency val ve piston remains in emergency pos ition,
so that the brakes are applied during initial char ging of the equipment .
The device consists of a body 635 in which are ~oused .charging valve 636,
strainer 640 and n on -return check valve 638 . Charging valve cover 649
houses the operating diaphragm 644 and loading spring 646 and 647. Ad -
justable screw 652 is used to set the load on· the springs for the
operating pressure of the charging valve .

. The charging air enters the charging valve through ~J strainer

640 and flows past unseated charging valve 636~ to ~he pipe bracket ~~ick
action chamber and to the chamber on the non-spring side of diaphragm 644.
vllien the pr essure in the diaphragm chamber. reaches approxlmately 25 pounds ,
diaphragm 644 is moved away from chargi ng valve 636 compressing springs
646 and 647 . This permits spring 637 t o seat valve 636 cutting further
f l ovr of char ging air . · Non-return check valve 638 prevents the return
f lov1 of quick action chamber air.

(l) The~:1_Qperating Unit Inshot Valve Portion, Fig. 20,

Sect ion C-C, pr ovides suffi cient air to thl;l -brake cylinder to place the
brake shoes against the car wheels while the dyna::rlc brake is applied,
and a lso functions to supply supplementary air to the brake cyl inders
when the car loading r equlre e braking effort in excess of the dynamic
brake capacity .

The inshot valve portion contains an upper and a lower body

portion in which the ope~at ing parts are housed . In the upper body
portion 300 are located the ball check 301 for exhausting .air when
releasing, the valve stem.with the inlet ball check valve on the top
end and the exhaust ball check at the b ottom end, the inlet valve seat
306 for seating of the supply ball check, the exhaust valve seat 310
for seating of the exhaust ball check, inl~t valve spring 307 for
hol ding the inlet valve seated, exhaust valve spring 309 for separating
the inlet and exhaust valve seats and the adjusting screw 303, and lock
nut 304 for adjustment of the inshot pressure . Cap nut 302 provides
access to the exhaust ba ll check valve 301. I n the l ower body portion
316 are l oca..ted l ower diaphragm 322 to oper ate diaphrae!)ll f ollower 321
and stem 321 ~hen raising exhaust valve seat 310 and the supply and ex-
haust valves, supplementary pressure adjustment nut 318 and spring 320,
.self -lapping diaphragm 311 and se l f -lapping spring 314 . Screws 317
bolt the upper and lower body port i ons together .

The inshot valve portion is operated 1·rhen str aight -air enters
the valve thrQ~~.-~pper air strainer 329 . The a i r then flows to the
top of exhaus~atve 301 , to the top of the suppl y valve and to the
bottom of· l ower diaphragm 322 . Thus diaphragm 322 and fo l lower 321 are
moved upward contacti ng valve stem 313 which moves upwar d upper diaphragm

35

·:,.
311, exhaust valve seat 310 and the double end ball check until the upper
inlet ball checli: leaves its supply seat 306 . Straight -air then flows
past the lifted inlet valve to the top of the seated exhaust boll check,
to the bottom of the other exhaust ball check 301 held seated by straight-
air, through lower strainer 329 to the Lock-Out Magnet and throu~1 the
drilled choke to the top of self- lapping diaphragm 311 . When the pressure
on top of diaphragm 311 builds up to approximately 10 pounds (in accordance
with the setting of inlet valve spring 307 by screw 303) the diaphragm
moves downward seatine the~~~~nlet valve on its Eeat 306 and pre-
venting flovr of air to the Magnet . If the car is l oaded and a
heavy application is roode, when the straight -air under lower diaphragm
reaches approxi mate l y 42 pounds it raises the diaphragm, follower 321
and the upper ball check supply valve off its seat again. This permits
supplementary air to flow through the Inshot Valve to the Lock-Out ~~gnet
as previously descri bed pound for pound as it builds up in the straight-
air pipe . ~llien a release is made exhaust check valve 301 is lifted and
the air is quickly exhausted . This permits lower diaphragm 322, follower
321 and stem 313 to move downward moving ex~aust valve seat 310 away
from the lower exhaust ball check . Thus the air can also exhaust down
through exhaust valve ~eat . 310 to spring 31~ chamber and then to atmos -
phere . Upper inlet ball check valve is seated by its spring 307 and the
Inshot Valve is set to repea-11 its operation at the next brake application
as described • .

(m) The Doubl e Check Valve separates the automatic emergency

bral~ e and the electro-pneumatic straight -air service brake .

The double check valve portion, Fig . 20, Section P-P, consists
of the body 425 and cover 432 in "1-rhi ch the check valve parts are housed .
Cover 432 is held to body 425 by t1-ro cap screws 434 . Double check valve
428 contains two check valves 429 held in place by retaining rings 435 .
Springs 430 move the check valves 428 away £rom either seat when the
air pressure is exhausted.

During electro -pneumatic straight-air service operation, the

straight-air enters the double check valve through the passage in cover
432 and moves the double check valve 428 to the right. This seats the
check valve 429 on the right and unseats the check valve on the left .
Thus the strai@1t-air from the cover passage flows past the unseated
check valve on the left to the chamber around bushing 427 and the passage
leading to the ·variable load valve and relay valve . 1fnen the straight-
air pipe is vented the air £low through the double check valve is
reversed to that described above .

\fuen an automatic emergency brake application is made, supply

reservoir air from the emergency valve enters the double check valve
at the right moving the· double check valve !~28 to the left . This seats
the check valve 429 on the left and unseats the other check valve on the
right. Thus supply reservoir air flows past the unseated check valve to
the chamber around bushing 427 and the passaee leading to the variable
load valve and the relay valve. When the emergency valve cuts off the
supply air and connects the double check valve passage to exhaust , the
f l ovT of air to exhaust through the checlc valve is reverse to that
described above .

(n) The C~eck Valve Portion, Fig. 20, Section D-D, prevents
back f l ow of Supply Reservoir air to the feed valve passage and through
the feed valve to the main reservoir system in case of a main reservoir
hose fa ilure .

'I'he check valve portion consists of a body portion 350 in which

is housed the ball check 351 . Cap nut 352 permits access ibilit y to the
ball check for removal or cleaning .

In oervice under normal condition s feed valve air flows up

under ball check 35f to the supply reservoir . The supply reservoir air
is prevented from returning to the feed valve as the ball check seats
when the air flow is to the top of the bnll check .

B-3-C Emergency Brake Va l ve

An emergency valve, Fig . 30, wlth a cor d attached is located at

the end of a brake pi pe branch on each end of the car . vllien the handle
9 is operated by means o:s: a cord or otherwise , from eitl'er direction, t he
handle lever 8 unseats the valve 3 which vents the air on top of the brake
application va l ve on the brake valve and pe11mits br ake pipe air to flow
to e.tmosphere, thereb~· ce.using an emergency brake application . The
emergency valve should be used only in case of actua l danger and then
should be opened ru1d left open until the train stops .

D-1 and D- L-A Trip Cocks ( 1> ·1.-A , lttT)

The D-1 or D-1 -A trip cocks, Fig . 31, are .l ocat ed on each car
truck at diaGonally opposite corners of the car and function to produce
an emergency rate of brake pipe reduction when actuated by road bed
track trips set against train movement . The trip cocks are of the
self-resetting type .

A trip cock consists of the following : (a) The bracket 20

which bolts the device to the car truck . (b) A body· 2 hous i ng the
operating parts of the · cork . (c) Handle 8 whl ct trlps the cock when
actuate d by the track trlrs . (d) A plston t ype valve 3 which dumps
brake pipe air when lH ted off its seat 4 by handle 8 throue,.h cam dog
41. (e) Piston valve spring 31 which returns the piston valve 3 to
its seat when the br a}:e pi pe pressure has been reO.u ced to a ·predetermined
point . (f) Pilot valve 35 vents air 1rom the top of piston valve 3 to
permit unrestricted brake pire reduction when handle 8 is operated by
the track trips . Pilot valve srring 37 r eturns the rilot valve to its
seat after the pi ston valve 3 i s returned to its· seat and the ail'
pressure above the ~iston vnlve reduced to a predetermined point .

To remove pilot valve 35 for servicing, cal:> nut 38 is unecrevred .

Piston valve 3 can be removed for servicing by unscrevring cap ecre1·rs 4)

37
and cover 32 taken off . Bolts with castle nuts 21 and 22 are used to l ift
or l ower the trip cock operating portion to the operating level of the
track trips .

The trip cock is operated to reduce the brake pipe air when
the road bed track trip is set up .for contacting the handle 8 . This
rotates the handl e around handle bolt 10 with the handle cam moving cam
dog 41 upward. Thus piston val ve 3 is moved upward and unseated, per -
mitting brake pipe air around the piston valve to flow downward past
the handle 8 to atmosphere .

The movement of the piston val ve 3 upward moves the pilot valve
stem 34 whi ch unseats pilot valve 35. Air in the chamber above piston
valve 3 is vented to atmosphere past the unseated valve 35 and wasp
excluder 33 . Thus the r eturn of piston valve 3 is dependent entirely
upon the force of its spring 31. After the piston valve 3 is returned
to its seat , spring 3'Jreturns pilot valve 35 to its seat .

vllien the trip cock handle 8 passes over the track trip and
initiates a brake pi pe reduction, spring 11 automatically returns the
handle to i ts vertical position . The trip cock handle can be operated
with either forward or backward travel of the car .

Branch Pipe Tee

Two br anch pipe tees, Fig. 33, located in the brake pipe to
the trip cocks prevent back flm·r of air from the . :lj;.rip cocks to the
brake pipe during an emergency brake application .

The branch pipe tee consists of a body 2 in which is housed

check valve 3, cap sere~ 4 providing accessibility to the check and
three flange fittings connecting the tee to the brake pipe and trip
cock piping .

When the brake pipe is charging, brake pipe air enters the
tee below check valve 3. The check valve is lifted and brake pipe air
flow s out through the left pipe connection to the trip cock . Should
the brake pipe air be vented, due to an emergency brake application,
the trip cock pipe air seats check valve 3 and is retained .

UAHT Brake Cylinders

The illustration on Fig. 34 is a sectional vieiv of the "UAHT"

brake cylinder ivhich is made in sizes to meet all operating requirements
and which incorporates features contributing tow·ards satisf actory
operation and economical maintenance. This brake cylinder is designed
to prevent the entrance of dirt and the construction is such as to
permit the lubrication of mov).ng parts without removal of the piston
or opening of the cylinder .

The cylinder body and pressure head are combined into a single
casting 2 which is provided with a bolting flanee for mounting, a mounting
for the slack adjuster pipe fitting 43 and a Wabcotite mounting for the
r~in pipe co11nection . The piston 4 has a hollow rod which provides for
a loose push rod 10 that is attached to the levers and rods of the
brake rigging, · and a push roc holder 39 is attached to the outer end
of the piston rod·.

A solid vlABCO packing cup 5 snaps onto the pressure face of

the piston . The c~rcumfcrence (or perimeter) of the ~iston is machined
to form a shoulder over which the packing cup is fitted, and a groove
back of t his choulder contains a piston lubricator. The space ba ck
of the heel of the packing cup and in front of the 'lubricator swab
provides a groove around· the piston which, when fi l led "ith lubricant,
serves to spread the lubricant over the cylinder wall with each move-
ment of the piston. With the piston in release position, the grease
cavity aligns with four gre~se ports in the cylinder body which are
normally plugged. Lubrication is accomplished from the outside by
means of a grease gun at any one of the four connections. The lubricator
swab serves a double purpose; prevents overflmr from the groove to the
non-pressure side of the piston when introducing the lubri cant, and,
as it becomes .saturated vith lubricant, results ·in the cylinder surfa ce
being relubricated with each application and release movement of the
pist on ,

To prevent the· entrance of dirt , the ptston hollovr rod is

ground true as to diameter and surface, and the n on-pressure head 13 is
fitted with a hollow rod lubricator packing seal 63 hel d in place by
spring Seat 64 vThich iS :pa.~ked in grease imd serves tO lubricate the
hollow rod as well as seal the lnterior of the cylinder against dirt
and moisture .

Since atmospheric air must enter the non-pressure end of the

cylinder dur!ng the release movement, the non -pressure head is fitted
with a curled hair strainer 14. This strainer is of the cartridge
type he ld in place by a strainer retaining ring 15 which prevents
flying dirt and water contacting directly with the strainer .

C-1 5 - D Automatic Slack Ad,luster

The aut omatic s:).ack adjuster, illustrated by Fig . l 5 is used

with the "UAHT" brake cylinders . The brake cylinder piston and packing
cup acts as · a valve to control the admission and release of brake cylinder
air to and from the pipe connecting the slack adjuster to the brake
cylinder . The port in the brake cylinder to which this pipe is con-
nected is so located that the packing cup un~overs it when the
predetermined piston travel is exceeded. \f.henever this port is s o
unc overed, brake cylinder air flows through the pipe into the slack
adj uster cylinder where piston 23 is moved to compress spring 31.
Attached to the piston stem is a pawl 26 extending into cas ing 34, which
engages ratchet wheel 8 mounted within casing 34 upon screw 5 .

vfuen the brake is released and the brake cylinder piston returns
to its normal position, the air in the slack adjuster cylinder escapes

39
to atmosphere through the pipe and the non-pressure head of the brake
cylinder thus permitting spring 31 to force the piston 23 to its normal
position . In so doing, pawl 26 turns the ratchet wheel upon screw 5
and thereby draws the cylinder lever slightly in the direction of the
slack adjuster cylinder, thus shortening the brake cylinder piston
travel and forcing the brake shoes nearer ~he wheels. As the pawl is
drawn back to its normal position, a lug on the lever side strikes
projection 43 on the cylinder, thus raising the outer end of the pawl,
disengaging it from the ratchet wheel and permitting the screw to be
turned by hand if desired .

Ratchet pawls i5 (mounted on floating ring 14) provide

against movement of the ratchet wheel due to vibration, .the end of one
of the two levers being held in contact with a tooth in the slack adjuster
casing by spring .l7 . A trip is provided to disengage the holding lever
when making hand adjustment in either direction, a pull of sufficient force
being required that while unlocking is accomplished without undue effort,
there is enough movement required and adequate resistance to insure
against false movement due to vibration.

To apply new shoes, turn ratchet nut 8 to the left, thus

moving the cylinder lever toward the brake cylinder until sufficient
slack is introduced in the brake rigging. To bring the shoes closer
to the wheels and shorten the piston travel, turn ratchet nut 8 to the
right . When the piston travel is lee~ than 7" or more than 8", the
slack adjuster should be adj usted so that the piston travel is 7 -l/2"
with 50 1~. brake cylinder pressure.

The screw· mechanism is so proportioned that the brake shoe

wear ie compensated for at the rate of about l/32 of an inch for each
operation of the adjuster , thereby removing the danger of unduly taking
up false travel w~ich would result in the shoes binding on the wheels .

If the adjuster crosehead 4 is allowed to work out to the

outer end of the adjuster body it will become locked . To release the
ratchet nut 8 when the crosshead has r eached the end of its stroke,
the ratchet nut should be turned t o.the right (clockwise) until the
pawl is freed and the nut then rotated to the left (counterclockwise)
to let out the required slack .

The best re~ults ar~ obtained by the use of copper pipe from
the brake cylinder to the adjuster cylinder, since this ·pi pe is more
flexible and does not corrode. It should always be firmly secured.

The slack adjuster cylinder should be cleaned and lubricated,

and all other adjusting parts carefully inspected and given necessary
attention e~ch time the brake cylinder is cleaned.

A separate pamphlet, No. 5041-l, contains a complete description

and maintenance instructions for the types A, B and C slack adjusters.
A copy will be supplied upon requeat.

40
 Lever Operated Brake Cylinder Cut -Out Cock With Side Vent

A lever operated cut - out cock with extens ion handle, Fig . 36,
permits cutting off the car brake cylinders from inside or alongside
the car. A side vent connects the brake cylinders to atmosphere where
the cock is in cut out pos ition preventing trapping of any brake cylinder
air.
37
The cock key 3~1e housed in body 2 with spring 5 and cap nut 4
holding the key in position . Handle 6 is pinned to key 3. Operating
l ever 7 is bent at both ends, one end of which is bent so as to be
easily operated at the car side and the other end from inside the car.
Can screw 8 and cotter 10 hold the lever attached to the cock handle 6
and latch bolt~contains the lat9h bolt 12 for supporting and latching
the lever in position.

D-5 Pneuphonic Horn

The D-5 pneuphonic horn, Fig. 38, is located on the car with
no obstruction before the bell opening so that there is no interference
with the ho1~ alarm . There is one pipe connection to the back of the
angle bracket, which is used to connect the horn to the alarm system.
The horn will funct ion with air pressure ranging between 50 pounds
and 110 pounds .

The horn consists of the body and bell 2, cover 4, four

round head screws 16 and nuts 18 for fastening the cover to the body,
diaphragm 3, spring 7, spring contact 8, spring seat 5 and jam nut 6.

When air is admitted to the horn, it flows through the pipe

cor~ection to the left side of diaphragm 3, deflecting the diaphragm to
the right . This unseats the diaphragm seal on the body seat and the
large opening permits air from the face of the diaphragm to flow into
the horn bell to atmosphere . The sudden reduction in pressure immediately
causes the biaeed diaphragm to move quickly to the left and seal . Air
pressure on the left face of diaphragm 3 quickly increases agai11 to a
value which deflects the diaphragm and unseats the seal, thus a rapid
repetition of this diaphragm action results which sets up a vibration
to produce the horn ala1;m.

To adjust the horn diaphragm jam nut 6 is loosened and the

s crew of spring seat 5 is screwed in or out until a clear and distinct
tone is obtained . After adjustment the jam nut is tightened.

Whistle Valve

The whistle valve, Fig. 39, located in the operator's cab

controls the horn alarm. It has two pipe connections, connection 27 is
to the feed valve pipe and pipe f lange 25 is to the D-5 pneuphoni c horn .

The whistle valve consists of a body 2 in which are housed

two filter elements 13, check valve 10, check valve spring 11, plunger 4,

41
handle return spring 7, spring seat 8; handle 15 and handle pin 16. Two
Wabcotite sweat fittings are used for the pipe connections.

To operate the valve, handle 16 is pulled downward unseatipg

valve 10. When. handle 15 is released spring 7 moves handle alvay from
plunger. 4 permitting valve 10 to seat.
,;... fl.l r•
The FB~2 ~fugnet Valve Aon each car of the train, Fig. 41,
initiates the brake valve application valve to dump brake pipe air and
cause an . emergency brake application when· operated by the emergency
contactor on the car where an emergency brake application occurred,

The magnet valve consists of a body 2 and housing 13 in which

are located u.p per and lmrer valves 3, valve spring4, spring selitt 19,
armature stem 8, armature etem nut 10, magnet core 6, armature 9,
magnet core washer 7, magnet coil 1.2 and cap n(JtS 5 and 14.

\ihen the brake pipe is charged and the circuit to the FB-2
magnet valve is broken by theemergency contector, spring 4 holds lower
valve 3 seated so that no flow ·of afr t'o' 'exhaust · occ.urs. 1-lhen an
. .;
emergency brake pipe redu.ction ·is made and the .emergency contactor
connects the circuit to the magnet valVe, armature s~em 8 is moved
dmmward seating the upper ·Valve· arid · u.n's eating lower valve 3 . . Thus
the control air to the brake valve application valve is vented to
atmosphere past lower unseated valve 3 and initiates the brake valve
app lication valve .to .dump the brakE3 pipe air and cause an emergency
brake applicati on .

~ ·

·'·

r .

42
t'
 L OPERATION OF THE EQUIPMENT
ELECTRO-PNEUMATIC BRAKE OPERATION
Plate B

To simplify the tracing of ports and connections, the equipment

·is shmm diagrammatically on Plates B toG inclusive . The valves ·are
distorted to show the parts differently than actually constructed with
the object of explainin6 the operation more clearly . In this description,
all references to the Brake Valve and its parts pertain to the operative
va lve on the left of the diagrammatic .

Charging'

To charge the air brake system after i t has been depleted of

air, as when it has been out of service, the Brake Valve handle is
placed in Handle Oi'f Position Plate B, and the Air Compressors are
started. Air is thus supplied to the Main Reservoirs and through the
main reservoir pipe to the Filter and the M-3-A Feed Valve vrhere the air
is reduced to 110 ~ounds pressure .

From the Feed Valve the air floifS to:

(a) The Ball Check Valve 351 which is unseated,

permitting air at 110 pounds pressure to flow
to the Supuly Reservoir, the Charging Valve,
the Emergency Valve and the Relay Valve .

The Supply Reservoir is thus charged to the Feed Valve setting

through passage and pipe 2 and a protected supply of air is assured for
the operating valves on each car.

At the Charging Valve the Supply Reservoir air flovrs past the
' check valve 636, held unseate d by the diaphragm springs 646 and 647,
past check valve 638 to the quick action chamber and to the chamber P
on the left side of the Emergency Valve piston 113 . When the press ure
in chamber A on lower side of the Charging Valve diaphragm 644 reaches
approximately 25 pounds the diaphragm is moved upward compressing t he
springs 646 and 647 in the upper chamber . This permits the valve spring
63J·to seat the valve 636 cutting off further flow of air.

At the Emergency Valve, the Charging Valve air moves the

emergency piston 113 and slide valve 107 to the right to emergency
position . With the slide valve 107 in emergency position the Supply
Reservoir air at full Feed Valve pressure in passage 2 is connected
to passage 3 leading to t~e left side of the _Double Check Valve and,
with no air pressure on the opposita side of the Double Check Valve,
the Supply Reservoir air on the left face moves the valves 429a and 429
to the right and flows through passage 8 to the Variable Load Valve .

At the Variable Load Valve the air flovrs to the by-pass valve
220 and the regulating valve 225 . The air at the by-pass valve 220 f lovrs
43
l '
~.
through to passage 4a and chamber B in t he B r e l ay val ve . When the air
pressur e on the l eft face of the by -pass va l ve piston 211 reaches a
pressure slightly less than the Vari able Load Valve empty setting, the
piston moves to the right permitting the check 220 to seat and preventing
any further flow of air . The remainder of the air required to brake
the car flows past the Variabl e Load Val ve regu l at i ng valve 225, (which
is reset each time t he car doors are opened and the load changes) to the
"B11 Re l ay Valve .

The air from the Variable Load Valv e regu latin8 and by -pass
portions builds up on the lovrer face of the B Relay Valve pi ston 461,
moving the piston and attached piston lever 463 upward . Application
valve spring 482 resists the first movement and thus fulcrums the lever
463 at the left end between the application valve stem 478 end adju,sting
screvr 468 . The other end of the pi ston l ever 463 moves upward l ifting
the exhaust valve stem 470, seati ng the exhaust val ve 471 on its seat
on the piston 1+73 and moving the piston. against its bushing seat, thus
limi ting the upward travel of the upper end of t he piston l ever . This
closes off the connection between the Brake Cylinder chamber A and the
exhaust passage to atmosphere, Ex. As the Relay Valve piston 461 move -
ment continues upward , the piston lever 4E3 now becomes fulcruned at the
ri~1t hand end and the application valve stem 478 is lifted, unseating
the application valve 481 . This permits Surply Reservoir air on the
lower side of the application piston 479 to flow into the lever cha..'nber
A and to the Brak e Cylinder throu~1 passage 16 faster than the r ate of
supply permitted by the choke.458 to the upper side of the app l ication
r iston 479 . The reduced pressure thus allows Supply Reservoi r pressure
on the lower side oi the ap;.lication piston 47~ to move the piston upward
permitting Supply Reservoir flow to the Brake Cylinders . By reducing
the force required to open the large application piston 479, the valve
!~81 and the choke 458 thus function to provide .easy, sensitive operati on
of the application valve 481 .

(b) The Em.ert;~ncy Valve, where the slide valve ··

107 is in emergency position, laps the port
eo that the Feed Valve air is prevented
from flowing any further .
.(c) The .Reset Magnet Valve where the seated
. suppl y valve 55la prevents further flow .
(d) 'I'}le Application and Re l ease ~lagnet Valve
.where the application v:alve 51::;a is seated .
(e ) The Uncoupling Valves for operation of these
devices when uncoupl~ng .
(f ) The vn1istle Valves for operation o£ the D-5
horns. ·
(g) The ME -42 Brake Valves where the Feed Valve
air flows through pa ssage 21 to t h e supply
valve chamber A of the se l f - larping portion
and past the supply check valve s~a to the
top of the cam operated check valve 89J closed
in Handle~Off posit i on.

44
 (h) The A-1 Supply Unit for use with the electrical
controls {not furnished by W.A.B . Co.).
(i) To the Door Engines.

RELEASE - After Initial Charging

When it is desired to release the brake, the Brake Valve

handle at the operative end is moved to Ful Service Position and held
there until the brake pipe is charged t~~ poun s, after which the
Brake Valve handle is moved to Running Pb'Bition.

In Full Service position plate c, three cams on the Brake

Valve shaft are operated. One cam operates the pneumatic self-lapping
unit, the second cam unseats check valve 89 and the third unseats check
valve 96 . At the self-lapping unit the control air at full service
setting flows from passage 21 past the self-lapping valve unseated
supply check valve 130, through passage 9a to check valve No. 96 and
to the left ·(piston stem) side of the electric self-lapping portion
diaphragm 181 . The second cam opens upper charging check valve 89,
pe~itt ing Feed Valve air to flow from passage 21, past lower check
valve 89a and unseated upper charging check valve 89 to cha.rge passage
1 and the brake pipe .

The control air from the self- lapping valve and passage 9a
to unseated check valve 96 flows to the two by-pass check valves, to
the top of 36a and under 36. The control air lifts the by-pass check
valve 36 and supplies air to passage 11 and .the straight-air pipe .

The air frcm the pneumatic self~lapping unit and passage 9a

on the piston stem or left side of the electric self-lapping portion
diaphragm 181 moves the diaphragm stem 179 and the attached release
and applicatlon levers to the right. The release lever thus breaks
its contact to de-energize the Release r~gnet and the Release Magnet
spring 516 seats its valve 515 to close off the straight-air pipe
passage 11 to atmosphere . The application lever closes its contact
to energize the Application Nagnet . The armature of the Application
Magnet is pulled down a5ainst spring 516a pressure, opening passage 21
to passage 11. Feed Valve air from passage 21. thus flows to the . straight-
air pipe passage 11 building up the straight -air pipe pressure .

Straight-air pipe 11 from the Brake Va lve and the Application

magnet connects air to the right hand side of diaphragm 181 of the
electrical self-lapping portion in opposition to the control pressure
on the opposite side . When the pressure on the right hand si~e of the
diaphragm 181 reaches a predetermined point the spring 176 moves the
diaphragm 181 and application and release l evers to the left to ·lap
.. position. The application circuit is thus de-energized and the
Application Magnet spring 516a seats the magnet valve 515a preventing
further flow from passage 21 into passage 11 and the straight-air pipe.
~ &:];~ii.r;ation o1ZUQib :h t:twa EM=6I£6i@lzed e:1\d ~li~1rion-
~snst. lil!liPili@ 516a sen t:s t:hc na~;neil 'al: voe 515a 1'1 eo antlng ft!.!'i!.~eP ~leu ·
Bam p~ ~ass 21 iR-ee pa:sea@e ll and 'She e~x ai~t.=a' r p.ipe.
 The straight-air also connects to the Lock-Out Magnet and the
Inshot Va lve . Thus a ir from the Application Magnet passage 11 flows to
..
the Lock -Out Magnet, which is de-energized when the dynamic brake is ·'-
inoperative . This permits the Lock-Out Magnet s pring 552 to lift valve
55la seati ng the upper valve 551 to Inshot Valve passage 9a nullifying
Inshot Valve operation, and .unseats the lower valve 55la to passage 9
connecting straight-air from passage 11 to passage 9 and the right hand
side of the Double Check Valve . Since the straight -air pipe pressure
on the right hand side of the check valve 429 is the same as the air on
the l ef t side check valve 429a the straight-air r emains on the right
hand side of the Double Check Valve until the pr essur e on the opposite
aide is reduced . \fhen th is occurs the Double Check ·Valve i s thus moved
to the left . The straight-air from passage 9 then f l ows past the check
valv e 429 and connects to passage 8 and the Variabl e Load Valve and the
11
B11 Relay Valve which operates the Brake Cylinders as previously
described .

Further, the straight -air pi pe passage 11 in the Brake Valve

connects air to the l eft side of the straight -air exhaust valve 96a and
to the by -pass check valves. The one check valve 36a is held ·seated by
the control air from passage 9 and the sel f -lappi ng valve and the othar
check valve 36 which is seated by the straight -air and. the check valve
spring as previously described under charging.

When charging check valve 89 is opened by th e Brake Valve

shaft cam, Feed Valv e air from pipe 21 and past check va lve 89a connects
directly to brake pipe passage l and chargee chambers B and C in the
emergency valve porti on and chamber D in the brake application valve
portion on the Brake Va lve. Further, brake pi pe a ir in pipe l also
flows to the Emergency Contactor and the A-1 Operating Unit Emergency
Valve .. At the Emergency Contactor the circuits are set up opposi te to
that as shown in the wiring diagram of Plate A.

At the A-1 Operating Unit Emergency Val ve the hi~1er brake

pipe pr essure on the right hand side of the emergency pi ston 113 moves
the piston to the left to release position to make the port connections
as shown on Plate C. Thus , the emergency piston chamber port la is
cut off from the exhaust port At . and connected to the Feed Valve port
21, so that the piston chaml>er ~ B and brake pipe 1 are charged
directly f r om the Feed Valve in addition to the charging from the Brake
Val ve . In Emergency Valve release .Position the Qu i ck Action Chamber is
char ged to the Feed Valve setting through the by-pass choke 102 in the
emergency piston chamber B. Further, port 3 from the Double Check Valve
left chamber is disconnected from the Supply Reservoir port 2 end
connected to the choke 101 and the atmospheric port by the Emergency
Valve slide valve cavity G.

After the Emergency Valve piston 113 moves.to release position,

as described above, the Propulsion Controller handle is depressed and
the Brake Valve handle is moved to Ru~~ing_fositi on . In this position
the various Brake Valve shaft came l ocate the pneumatic self-lapping

46

)
portion in release and the check valves as shown on Plate D.

With the Brake Valve pneumatic self-lapping portion in Release

Position the supply check valve 130 is seated and the exhaust check
valve 129 is unseated . Thus, the air in chamber on the left side of
the electric self-lapping diaphragm 181 is vented to atmosphere through
passage 9a past the unseated e~1aust check 129 . The spring 176 on
tr.e opposite side of the diaphragm 181 moves the diaphragm stem 179
and contact levers to move away from the application contact and make
the release contact. This permits· the spring 516a in the Application
Magnet to seat its valve 515a cutting off the f l ow of supply air from
passage 21 to the straight-air pipe passage 11. In th·e Release Magnet
the coils are energized which unseats the release va l ve 515 and appli-
cation air from the straight -air passage 11 is vented at the Release
Magnet exhaust, Ex.

In Running Position the Brake Valve ~haft cam is moved away

from check valve 89. This permits valve 89 to seat and charging of
passage 1 and the brake pipe from the Feed Val ve and passage 21 at the
Brake Valve ia prevented, the charging of the brake pipe takes place
at the Emergency Val ve from passage 21 to la, ehoke. l42 and passage 1
as previousl y described in Service Position .

Another Brake Valve shaft cam unseats check valve 87 which

connects the Propulsion Controller Pilot Valve pipe 3 to pipe 10 , to
the top of the brake application valve chamber E and to the Emergency
Brake Valve.

Check valve 96 unseated by its cam provides a release of the

straight-air from passage 11, past the left side by-pass check valve 36a,
.Passage 9, past · unseated check valve 96 to passage 9a and out past the
exhaust check valve 129 of the pneumatic self -lapping portion into the
chamber around spr ing 116 and then to atmosphere. This operates the
"B" Belay Valve to release the brakes as previously described.

Service Brake Applicati on

To apply the brake the Brake Valve handle is moved towards

Full Service position . In Service, the el ectrical connections are
made from the spotting wire to the dynamic brake circuit which cuts
in the dynamic brake to provide the minimum retar dation rate, Plate A.

At the same time as the dynamic brake cuts in, the Brake Valve
pneumatic self-lappi ng exhaust check valve 129 on the left is seated
and the supply check valve 130 is unseated, Plate C. This permits Feed
Valve air to flow from passage 21 through passage 9a to the left or
piston stem aide of the "electric self -lapping portion diaphragm 181
and to the right hand side of check valve 96 .

The air pressure on the piston stem side of the electric self-
lapping portion diaphragm 181 moves the diaphragm stem 179 and the

47

__________________________________·_J
attached release and application lever to the right. The release lever
thu.s breaks its contact to de-energize the Release Magnet and the Release
Magnet spring 516 seats its valve 515 to close off its opening t o
atmosphere . The application lever closes its contact to energize the
Application Magnet, which pulls. down its armature and valve· 5l5a opening
passage 21 to passage 11. Feed valve air from passage 21 thus f l ows to
the straight -air pipe passage ll to build up the straight -air pipe
pre ssure.
~
Air. past the Brake Valve pneumatic sel f -lapping unseatea~check
valve 130 from passage 21 also flows through passage 9a to the right hand
side of unseated No . 96 check velve; thence - to passage 9 ·and the two by-
"'pass check va lves 36 and 36a . The air flows ·to the top of one of the ·_
by-pass checli: valves 36a and under the ·other 36, which is· lifted,
permitting air to flow to passage ll and the straight-air pipe where it
joins with air from the Application Magnet . This combined air then
f l ows to the Brake Valve chamber· on the spring side of the electric self~
la~p ing portion · diaphragm :l81, the A-l Qperating Unit Inshot· V~lve and
the Lock-Out ~~gnet .

: At. the Brake Valve chamber on the spring side of the ··~lectric
self - lapping portion diaphragm 181 the air pressure builds up t o that
called for by the brake valve· handle posltion vrhen it becomes approximately
the same as t hat in the chamber on the· opposite side of t he diaphragm 181.
Then the spring 176 moves the diaphragm stem 179 and application and
release l evers to the left unti l the application lever contabt is broken .
This de-energizes the Application Magnet armature which permits the spring
516a to seat. the Ma~et Val ire 515a cutting off further flCnv of air from
passage 21 to passage ll and the straight-air pipe .· The Brake Valve
el ectric self-Hipping portion is: thus ~a-lanced and will maintain the
air pressure until the Brake Valve is moved to ' application or release,
at which time the diaphragm 181 is moved to operate the application or
release lever and .thus increase· or' ·aecrease the applicat_ion pressu~e •

. The flow of straight-air in the Inshot Valve i's to chamber c·

at the .b ot tom. of lower diaphra·gm 322 . ·The diaphragm 322 is not moved
upward until sufficient·.air pressure · is built up in chamber C to over-
come spr ing 320. which is set to a value to permit the dynamic brake
to become fully effective . When this occurs the diaphragm 322 and its
follower are then moved upward;·_ : Th.is .. seatg the lower exhaust ball
check and unseats the upper supply ball check . Straight -air from
passage ll then flows past the unseated upper ball check to· pa~sage 9a
and 'the Lock-Out Magnet and to · chamber D in the Inshot Valve above the
diaphragm 311 . When the pressure above diaphragm 311 reaches approxi.:.
mately. 6 pounds the diaphragm 311 moves downward··moving exhaust · valve
seat 310 dowmrard. Th is seats the upper supply ball check which cuts
off -f urther. straight-air flo~1 frbm passage 11 to ·passage 9a · and the
Lock -Out Magnet. Due to the upward air pressure in -chamber· C on dia - •
phragm 322 and spring 314 upward pressure on diaphragm · 3ll, the downward
movement of diaphragm 311 stop·s vhen the ·etraight -air to the Lock-Out
Magnet and chamber D is cut off., thus •lapping both the supply and e.xhaust
ball check valves .
. 48
 At the Lock -Out Magnet the armature is energized as long as
the dynamic brake is effective. This moves the armature downward which
seats the l ower magnet valve 55la preventing f low of straight-air from
passage ll , and unseats the upper magnet valve 551 which permits approxi -
mately 6 pounds of straight-air from passage 9a and the Inshot Velve to
flow to passage 9 and· the right hand side of the Double Check Valve .
Check valve 429 in the Double Check Valve is moved to the left permitting
the ail· to flow from passage 9 t o the Variable Load. Valve, -where the air
flows past unseated by - pass check 220 and unseated regulating valve 225
to })assage 4a and the "B" Relay Valve is operated at Inshot Va lve· pressure
(aprroximately 6 pounds) to supply air to the brake cylinders to supplement
the dynamic brake .

1-lhen t he dynamic brake fades out the Lock -Out Magnet armature
is de - energi zed. This permits the ' spring 552 to move the Lock-Out
Magnet valves upward to seat upper valve 551, cutting off the air f l ow
from passaE,e 9a and the ·rnshot Valve, and unseats l ower valve 55la . Thus,
straight -air· f r om passage ll ~the Lock-Out Valve f l ows direct to
-, -..... ~assage 9 and the right hand side of the Double Check Valve when the dynamic
brake fades out . .

At the Doubl e Check Valve the straight -air moves the check
valves 429 and. 429a to the left, seating check valve 429a and unseating
check valve 429, so that straiBfl.t-air flows from passage 9 t o :passage 8
and the Variab;Le Load Valve . The by -pass check valve 220 at the
Variab l e Load Valve is held open by t he piston 211 and erring 218 so
that the stra.ight -air can flow from. passaE,e 8 to passage /Ia and chamber
B of the "B" .Relay Valve . When the pressure on the left f:1ce of the
by-pass piston 212 r eaches a predetermined amount, the pieton is moved
to the right permitting the check valve 220 to seat and prevents any
furthe::- f l ow through the by-pass check valve 220 . Further flmr of
air t o the "B 11 Relay Valve i s perznj tted past the Variable Load Valve
unseated regulating valve 225 which is set in accordance with the load
setting of the car ~~d limits brake cylinder to emergency pressure .

The straiGht -air at the "B" Relay Valve move s piston 461
upward . This seats the exhaust valve 471 and unseats the supply valve
48l , . ao that supply air from passage 2 f l ows past the supply va lve 481
7
to chamber A and out passage 16 and pi pe 16 to the Brake Cylinders.
1-fuen the air pressure in the BJake Cylinders and chambe~ slightly
exceeds that . in the chamber ~S6ve piston·479, the pist on i s moved upward
- to lap position . This permits the spring 483 to seat the supply valv~
481 and cut off the air supply to the Brake Cylinders . Should a l oss
of Brake Cylinder air occur the higher straight-air pressure above
piston 479 would move the piston down,·rard to unseat the supply valve
481 and replenish the lost air . When the Brake Cylinder and chamber B
air is again slightly in excess of that above piston 479 the piston is
upward permitting the supply valve 481 to close and cut off any further
( flow to the Brake Cylinder. Thus , the Brake Cylinder pressure is /
. maintained as l ong as the brake application is in force . ./
The farther the Brake Va lve handle is moved out of Running
49
toward Full Service the greater the straight -air pipe pressure. This
increase in straight -air pressure does not change the braking as described
above exce~t when the pressure reaches 25 pounds . Any increase above
this polnt operates the d;rnamic brake actuator to increase proportion-
atel y the dynamic braking until approximately 55 pounds straight -air
pressure is reached when maximum dynamic brakinB is obtained . Any
straight -air pressure increase above 55 pounds to 75 pounds increases
the brake cylinder pressure an equivalent amount above the inshot
pressure as long as the dynamic brake is effective. 'ihen the dynamic
brake fades out, the.brake cylinder pressure builds up to that of the
straight-air pipe as previously described.

The increase in brake cylinder pressure above the inshot

pressure during the time the dynamic brake is effective is provided by
tbe A-l Operating Valve inshot valve . Thus, when the inshot valve
ball check valves are both seated, after the initial inshot of air to
passage 9a and chamber D, and straight-air pressure builds u~ over
55 pounds in chamber C diaphragm 322 is moved upward to unseat the
upper supply ball check valve . For every pound of air pressure above
55 pounds in chamber C an equivalent amount above the inshot pressure
is permitted to flow to passage 9a and chamber D before diaphragm :311
is moved dovn to seat the sup:ply valve .

Release After Service Brake Apnlication

To release the brakes after a Service brake application the

operative Brake Valve handle is moved to Running Position . In this
Brake Valve handle :position the various Brake Valve shaft cams locate
the pneumatic self-lapping unit in release and the check valves as
shm·m on Plate "D" .

In all positions except full service the Brake Valve shaft

cam is moved away from plunger 861 and check valve 89 . This p~rmits
the spring 90 to seat:valve 89 and brake pipe charging from the Brake
Valve is prevented, brake pipe charging takes place at the A-1 Operating
Unit Emeraency Valve as previously described under "Service Position" .

Another Brake Valve shaft cam unseats check valve 87 vrhich

connects air from passage and pipe 10, chamber E on top of the Brake
Application Va lve and the Emergency Brake Valve to the Propulsion
Controller Pilot Valve pipe 3 .

With the Brake Valve pneumat ic self - lapping portion set in

release by its cam the supply check valve 130 is seated cutting off
the air flow from passage 21 and chamber A to passa5e 9a , and the
exhaust check valve 129 is unseated . Thus, the air in passage 9a and
the chamber on the left (stem) aide of the electric self-lapping unit
diaphragm 181 is vented .to atmosphere past the unseated exhaust
check valve . The spring 184 on the . op:posite side of the diaphragm 181
moves the diaphragm stem 179 and contact levers to the left to break
the application contact and :m.'3.kes the release contact . At the Application

50
Magnet the spring 516a seats the valve 515a cutting off the flow of air
from passage 21 to straight-air rassage and pipe ,~. At the Release
Magnet the coils are energized which unseats the release valve 515 and
application air from the straight -air passage and pipe ' ' is vented
at the Release Magnet to exhaust .

Check valve 96, also unseated by its cam, provides a release

of air from the straight -ai~ pipe 11, past the Brake Valve by -pass check
valve )6a on the left, passage 9, past unseated check valve 96 to
passage 9a, the unseat ed exhaust check valve 129 of the pneumatic self-
l apping portion and the eY~aust .

Emergency Brake Application

Plate F

When it is desired to make the shortest possible stop, the

Brake Valve handle is placed in Emergency position . This provides for
full electro-pneumatic se1~ice brake application, the same as described
under "Service Brake Aprlication1' , except that the dynamic brake is
cut out; In addition the Brake Valve emergency valve 79 is opened per-
mitting direct exhaust of the brake pipe passage 1 to atmosphere causing
an e~ergency rate of brake pipe reduction . The reduction of brake pipe
pressure. thus caused takes place rapidly , so that the air pressure of
the A~l Operating Unit quick action chamber .on t he lef t side of the
EmerBency Valve piston 113 moves the emergency piston 113 to the right
and sealing it against its gasket .

The first movement of the A-1 Operating Unit Emergency Valve

piston 113 to the right causes the graduation valve 108 to move over
and connect the graduating valve port N with the elide valve port E
leading to the Emergency Valve exhaust, so that qu.ick action chamber
a ir is connected to atmosphere . However, further movement of the piston 113
t o emergency position~ picks up the slide valve 107 whic~ carries
the sll de valve port E out of resister with the elide valve seat exhaust
9ort AT cutting off further exhaust of quick action chamb8r air . This
movement of the slide valve 107 uncovers the left end slide valve oeat
port 14 through which quick action chamber air flows to the under side
of the spring seated check valve 128." The air lifts the spring seated
chock valve 128 and flows through passage 17 to the left side of the
brake pipe Emergency Valve lower piston 126 moving the piston to its
scat on the right and unseating the valve 124 at the end of the piston
stem and provides a large direct opening of the brake pipe from passage
1 to atmosphere .

vlhen the qnick action chamber air (flowing to exhaust through

passase 14, past the upper spring seated check valve 128, port 17 ~nd
throu8h the lower EherLency Valve piston 126 choke) reaches a prede -
termined point, the sprinG l2Q seats the upper spring seated check
valve 128 cutting off f urther flow of quick action chanilier air to ex-
haust . Tnis permits the spring 123 to move the lower piston valve 124

51
to the left to ita seat cutting off the eL~aust of brake pipe air from·
passage 1. ·

With the emergency piston 113 and its slide valve 107 in
emergency position, the Supply Reservoir air passage 2 is connected
by the slide valve 107 to the Double Check Valve passage 3 . Thus, air
at full Feed Valve setti"ng flows to the left side of the Double Check
Valve . With electro-pneumatic straight-air pressure on the ·opposite side
of .. the Double Check Valve, the full Feed Valve air pressure moves the
Check Valv·e s 429a and 429 and flows through passage 8 to the Var1able
Load Valve. ·

At the Variable Load Valve the by-pass check valve 220 is held
open by the piston 211 and spring 218 so that the Feed Valve air from
passae;e 8 can flow to passage 4a and· the "B" Relay Valve .
• . (V'9 .... .......... ..
· . When the pressure on the left side of the ,piston packing cup 212
rea ches a · predetermihed amount, ·the piston ~11 is moved to the' right
'permitting sr ring 221 to seat check valve 220 and prevent further flow
of air through the by-pass valve 220. Further flow of air to the "B"
Relay Valve is penu'tted past the Varl'able Load Valve unseated ·regulating
va.lve 22'5 ' which is set in accordance with load setting of the car. When
the air "pressur.e on the upper face of the regulating valve diaphragm 228
reaqhes the l oad setting, the diaphragm is moved down permitting the
upper spring 226 to· seat the regulaUng valve 225 cutting off the flow
of air from passage 8 to passa ge 4a and the "B" Relay Valve . The "B"
Relay Valve is operated in the same manner as described under "Service
Ap~lication to put air into the Brake Cylinders and ap~ly the orakes.
11

. "With the Emergency Valve' piston 113 and s lide' valve 107 in
em.ergency position the s!ide "valve 107 also connects the choked brake
pipe passage la · to the Ehiergency Valve exhaust. 'Ihis insures that no
build-up of brake pipe air due to leakage takes place to cause undesired
release. The choke 14:2 ·in tl:.e brake pipe passage la to the slide valve
107 maintai~e brake pipe air when the brake valve handle is moved to
Release . ·

Release After EmergenCy Application

To release after an emergency brake application, the brake

valve handle is first moved to Full Service position ·and 'held there
until th~ Emergency Contactor is released·and the ' Emergency Valve
piston 113 moves to rele~se, after which the Brake Valve handle is
moved to Runnin5 Position.

In Ihoving the Brake ·valve handle from Emergency t o Full Service,

Plate C, the top ' Brake -Valve shaft cam_permits the emergency valve spring
83 t~ seat ~he emergency valve 79 . This cuts off the brake pipe opening
from pas sage 1 to the Brake Valve -exhaust, so that the brake pipe air
pressure c~n be built up .=·

52
•
 The chargi ng check va lve 89 is unseated by its cam whi ch permits
Feed Valve ~ ir to flm• from pi pe and passage 21 , past the l ower charging
· check valve 89a and then :past upper char ging check va l ve 89 t .o passage
1, the Brake Valve emergency valve portion and Br ake Appl icati on Val ve
portion and brake pipe 1· whi ch leads to the A-1 Oper a t ing Unit Emer gency
Valve .

At the Emergency Valve the brake pipe a i r is able to build- up

faster in chamber B on the right hand face of the emergency pi ston 113
than it can flow through the choked passage la and the slide va l ve
cavity C to exhaust, Plate F. Thus, the Emergency Valve piston 113 and
elide valve 107 are moved to the left to make the port connection s sho•rn
on Plate C. The emergency 'iston chamber po~t la is cut off from the
exhaust port by the slide valve 107 and connected to the feed valve port
21, so t hat the pi ston chamber B and the brake pipe 1 are charged di rectly
from the Feed Valve in addition to the charging from the Brake Val ve .
Further, the Double Check Valve left side chamber port 3 is disconnected
from the Supply Reservoir port 2 and connected to the exhaust port by the
·Emergency Valve slide valve 107 . Also, with the Emergency Valve emergency
piston 113 in r elease, the quick action chamber is charged to the Feed
Valve setting through the piston chamber by-pass choke 102 .

With the Brake Valve handle in Service and the A-1 Operating
Unit Emergency Valve piston 113 in release position the left end Double
Check Valve 1~29a is connected to atmospher e by passage 3 and cavi ty G
of the Emergency Valve slide val ve 107 , as described above . Thus,
Brake Valve straight -air from passage 11, the Lock -Out Magnet and
passage 9 o~ the right hand side of the Double Check Valve 429 moves
the two check va l ves over to the left and straight -air at full service
setting is supplied to passage 8 and the Variabl e Load Valve and the
11 11
B Relay Val ve to keep the brakes applied during the time it takes ~
for the Emergency Valve piston 113 to move to release .

After the Emergency Valve piston 113 moves to release position

and brake pipe charges to 90 pounds as described above, the Brake Valve
handl e is moved from service to Running Position. I n this positi on
Plate D the various brake valve shaft cams locate the pneumatic self-
lapp ing portion in r elease position and the check valves as shown on
Plate D.

With the pneumatic sel f -lapping portion i n r el ease position

the supply check valve 130 is seated and the exhaust check valve 129
unseated . Thus, the air in the chamber on the left side of the el ectric
self - lapp ing diaphragm 181 is vented to atmosphere through passage. 9a
and past the exhaust check valve . The spring 184 on the opposite side
moves the diaphragm 181 , stem 179 and contact l evers to move away from
the application contact and make the release contact . This permits the
spring 516a in .the Application Magnet to seat its va lve 515a cutti ng off
the flow of suppl y air from passage 21 to passage 11 and the str a i ght -air
pipe . At the Release Magnet the coils are energized which unseats the
release valve 515 and application air from the straight -air pipe passage
11 is vented at the Release ~agnet .

53
•
 In :Running Position the Brake Valve shaft cam is moved away
from check valve 89 . .T hi s permi ts valve 89 to s.e at and brake pipe
charging from the Feed. Valve and passage 21 at the Brake Valve i s
prevented, the charging of the brake pipe takes place at the Emergency
Valve as previous l y described . in Service Position.

Another Brake Valve shaft cam unseats check valve 87 which

connects ·air from th e P ropulsion Controller Pilot Valve pipe 3 to pipe
10 to the top of t he bra~e application valve and to . the Emergency
Brake Valve . ·

. -Check Val ve 96 a lso unseated by its cam provides a releB;Se

of air from the strai ght-air ·passage 11 past the lef t side by-pass
cheek v~lve 36a, pa s sa ge 9, unseated check valve 96 to passage 9_a,
exhaust che ck valve 129 of the pneumatic self - lapping portion and the
exha uf:lt ,

\
' "----

. ' (

54
•
 EMERGENCY BRAKE VALVE EMERGENCY BRAKE APPLICATION
,.- Plate D

A B- 3 - C Emergency Brake Valve located inside each car provides

a means of obtaining an emergency application from any car if necessary .

When the handle of the B- 3 -C Emergency Brake Valve is pulled

by means of a cor d or otherwise, the handle lever moves the valve down -
ward off its seat to unseat, and permits the air t o escape from pi ~e ~
?&st~~val o e 8T and the top of Brake Valve brake app licatiort:Pist on
faster than it is supplied from passage 1 and through the port of the
brake application valve piston 16 . Consequent l y, the air pre ssure in
chamber E above the piston 16 is quickl y reduced and the greater brake
pipe pressure below in chamber • unseats the valve and makes a l arge
direct opening f rom brake pipe 1 to the atmosphere. This permits the
brake pi p e air to escape at an emergency reduction rate and causes the
Emergency Contactor and the A-1 Operating Unit Emergency Valve to operate
and apply the brakes as described under Emergency Brake Application.

The B- 3 - C Emergency Br ake Val ve shoul d be used only in case

of actual danger, and then should be left o~en until the train stops .

SAFEI'Y CO!'I'TROL (DEADMAN )

Pl ate D

The safety control feature functions only in case the operator

fails to hol d the Propulsion Controll er Pi l ot Valve handle depressed,
without first making a brake appl ication . In Brake Valve Se1~ice,
Emergency and Handle Off Positions , when the brakes are applied , the
safety control feature is nullified.

The Safety Control feature is combined with the brake equipment

and consists of the following :

(1) A Propulsion Controller (not furnished by W.A.B. Co.)

whose handle is held down thus seating a pilot valve
and suppressing a brake application .
(2) The safety contro l check valve 87 located in the
Brake Valve which operated off i ts Brake Valve cam
to be seated to cut out the safety control feature
in Full Service, Emergency and Handle -Off positions
of the Brake Valve handle .
(3) The Brake Valve brake application valve 16 which
when initiated by the Propulsion Controller pilot
valve. or the :Einergency Brake Valve, vents the brake
pipe at an emergency rate to provide an emergency
brake application .

When the Propulsion Controller handle i s not held do•m the

p~ lot valve is unseated . This permits air to flmv to atmosphere from

55
pipe 3, past check valve 87, passase 10 and the top of the brake appli -
cation va lve piston faster than i t is supplied f rom the brake pi pe f
through the brake a~plication valve piston port to chamber E. Consequently,
t}:le a ir pr essure above the piston 16 is quickly reduced and the greater
brake pipe pressure below in chamber D unseats the piston valve 16 and
makes a large direct opening from brake pipe 1 to the atmosphere . This
permit s the brake pipe air to escape at an emer gency reduction rate and
causes the Emergency Contactor and the A-1 Operating Unit Emergency
Valve to operate and apply the brakes as described under Emergency Brake
AppUcation.

To r elease the brakes after safety control application the

Pro~ulsion Controller handle is first depressed which cuts off the flow
of brake pi pe air f r om passages 1, 10 and .3 past the pilot valve .
FollovTine; this the Brake Valve handle is moved to full Service until
the Emergency Contactor is rel eased and t he brake pipe is restored to
90 pounds after •rhich the Brake Valve handle is moved to Running . Re -
lease of the bralces occurs in the same manner as described under Release
After Emergency App lication . '

TRI P COCK EMERGENCY BRAKE APPLICATION

When the track trip device engages the Trip cock, the brake
pipe is vent ed at an emergency rate causing the Emergency Contactor
and the A-1 Oper ating Unit Emergency Valve to oper ate and appl y the
brakes as described under Emergency Brake Application .

Followillb the brake pipe reduction the trip cock arm is

automatically reset by its spr in&,, so that the brake pipe pressure
can l>e rebuilt when it is desired to r elease . Tu release the brakes
the Brake Valve handl e is first moved to Full Service . This permits
the brake pi pe to recharge which moves the A-1 Operating Unit Emergency
Valve piston 11.3 to release , after which the Brake Valve handle is
moved to Running . Re l ease of the brakes then occurs in the same manner
as described under Release After Emergency Application .
 PNEUMATIC BRAKE OPERATION

In the event the electrical system fails to operate, the

pnemnatic brake is used to return the train to the repair shop. The
Brake Valve is handled in the same manner as in electro-pneumatic
operation.

Charging

In pneumat:l.c brake operation the equipment is charged in the

same manner as described ·.under El ectro -Pneumatic Operation .

Release After Charging

vfuen the main reservoirs and system have been charged to ·the
operating pr essures in Handle Off position and it is desired to release
the brake, the Brake Valve handle at the operative end is moved to Full
Service position and held there until the brake pipe builds up to 90
pounds . Following this the Brake Valve handle is moved to Running
Position . ·

In Full Service position, Plate C, three cams on the Brake

Valve shaft are operated. One cam operates the pnemnatic self-lapping
unit and the second cam unseats upper charging check valve 89 and the
third unseats check valve 96 . At the pneumati c self-lapping unit the
control air at full service setting flows from pasoage 21 past the
se l f -lapping valve supply check valve 130 , through passage 9a to check
valve 96 and to the left (piston stem) side of the electric self - lapping
portion diaphragm 181. The other cam openins charging check valve 89
permits Feed Valve air to flow from passage 21, past the lower charging
check 89a and unseated upper charging check valve 89 to charge the
brake pipe passage 1 .

The control air from the pneumati c self- lapping valve to un-
seated check valve 96 flows through passage 9 to the two by-pase
check valves, to the top of check valve 36a and under the check valve
36 . ~1e control air l ifts the by -pass check valve 36 on the right and
supplies air to the straight-air pipe passage 11.

The air directly from the pneumatic self-lapping unit and

passage 9a to t~e left side of the electric self - lapping portion
diaphragm 181 , and from straight -air pipe passage 11 to the right
]'land side of the diaphrae;m 181 operate the diaphragm stem 179 and
contact levers which operat e the Application and Release Magnets in
electro-pneumatic operation as previously described. In pneumatic
operation only with the electric circuits inoperative the electric
self-lapping contacts do not operate the Magnet Valves which are held
seated by their springs as shown on Plate B. Thus the Application
and Release Magnet valves do not supply and release the air in the
otraight -air pi pe for brake operation in pne~~tic service .

57
 The straight -air in pipe ll from the Brake Val ve flows to
the A-1 OperatinB Unit vThere i t flows through passage ll to the Lock -Out
Magnet . With no current f lmving the Lock -Out Magnet is de - energized
and the sprinc 552 seats the upper valve 551 preventing air f l ow from
passage 9a and the Inshot Valve and unseats the lower valve 55la per -
rrd.t t inB Brake Valve air flow from passage 11 to passac e 9 and the _
right hand side of the Double Check Valve 429 . From the Double Check
Valve the air fl ows t o passage 8 and the Variabl e Load Va l ve , 1vhere
air flo~or is past the unseated by-pass check 220 and pa st the unseated
r egulat i ng valve 225 t·o passage ~and the "B 11 Relay Valve, which is
operated t o appl;r t he brakes, as previously described .

Stra i@1t -a ir in passage 11 also flows to the Brake Valve ex-

haus t valve 96a, which is seated in all positions but relea se. With
valve 96a seated, no straight-air flow past valve 96a occurs during
charcing wi th the Brake Valve handle in Service .

Charging check va lve 89 is opened by its Brake Va l ve cam so

that Feed Valve air from passage 21 and ' past check valve 89a connects
directly _t o brake p i pe pas eage 1. This charges the Brake Valve "-.../'
emer gency and brake appli cation valve ' portions through passage 1. Further,
t he brake pi pe ' air also flows to the Emergency Contactor and the A-1
Operating Unit Emergency Valve . At the Emergency Contactor the circuits
are set up for servi ce position see t h e wiring diagram of Plate A. However,
with the e l ectrical system inoperative no flmr of current through the
circuits occurs . "'

At the A-1 Operating Unit Emer'g_ency Va lve the higher Feed Val ve
pressure on the :r:ight hand side of the piston 113 moves the piston to
the left to relea se position to make the 11ort connections as s.hown on
Plate C. · Thu s , the emer13ency piston chamber port la is cut off from
the exhaust port At . and conne.c ted to the Feed Valve port 21, so that
the emergency piston chamber port B and brake p i ~ e 1 are charged
directly from the Feed Va lve in addition to tha t at 'the Brake Valve .
In Emer gency Valve release po si~ion the ~uick Action Chamber is
charged to the Feed Valve setting through the by-pass choke 102 in the
. piston chamber. Further, port 3 f rom the Double Check Valve left side
chamber i s disconnect ed from the Sup? lY Reservoir port ~ and c onnected
to the ·e xhaust port by t he EmcJ;"gency Valve . _s lide valve cavi ty G.•

Af ter the Emergency Valve piston 113 moves to release, as

described above, th e Brake Valve handle is moved ' fr6m Service to
Running Position. In this position the vari oue Brake Va l ve shoft cams
locat e the r neumatic self - lapp ins portion in release and tho check
valves as shown on plate D.

With the Brake Valve pneumatic self -lapping portion in release

position the supply check valve 130 is seated and the exhaust check
va lve 129 unseated . Thus the air on the ·l eft side of the electri c
self - lapping diaphra@m 181 is vented to atmosphere through passage 9a
and past the exhaust check valve 129 . The sprinG 176 on the opposite
-"-.-/'
58
side of the diaphragm 181 moves the diaphragm, stem 179 and appli cation
and release contact l evers to the l eft, but since no current is f~owing
the Application and Release Magnets are not operated .

In Running Position the Brake Valve shaft cam is moved away

from check valve 89 . This permits va l ve 89 to seat cutting out charging
of passage l and the brake pipe at the Brake Valve . The brake pi pe is
charged at the Emergency Valve as previously described i n Service position.

Another Brake Valve shaft cam unseats check valve 87 -which

connects pipe 10, the top of the brake app l ication valve and ~he
Ernergency-Brake Valve to the Propulsion , Controller Pi l ot Valve pipe 3 .

Che ck valve 96·unseated by its cam in release provides an

exhaust of ·the straie,ht -air from passage ll past the l eft side by-pass
check .val ve 36a, past unseated chock valve 96 to passage. 9a and past
the exhaust check valve 129 of ·the pneumatic self -lapping portion.
This operates the "B'' Relay Valve to rel ease as previously described.

Service Brake Application

Plate C

To apply the br.ake the Brake Valve handle is moved towards

Service pos ition . The Brake Valve cam moves the exhaust cl1eck valve 129
to its seat cutting off the atmospheric opening, and tmseats the supply
check val ve 130 ,, plate C. This permits Feed Valve air to -flow from
passage 21 through passage 9a to the l eft side of the electric self -
lapping portion diaphragm 181 and to the right hand side of check valve
96.•

The f l ow of air through pacsage 9a to the electric self -lapping

portion operates thi s })Ortion but with no curr-ent in the circuits the
Application and Release I~gnets are inoperative .

The air,.flp-vrs through paesa·ge 9a to the right hand side of

check valve 96, then past the check valve t o passage 9 and the two by-
pas3 check val vcs . The air below the by-pass check 36 at the r i ght
lifts the check valve and flows to passage 11 and the straight-air pipe
which leads to the Brake Valve electric self - lapping portion and the A-1
Operating Unit Inshot Valve and Lock-Out Magnet .

Since the electric circ"u its are inoperative the air flow to ()l{
the Brake Valve electric self - lapping portion does not operate the
-Ap-plication and Release Hagnete.
r
The flm'l of straight -air in the Inshot Valve is to chamber C
at the bottom of the lower diaphragm 322 . The diaphra@n 322 is not
moved upward until sufficient air pressure is built up in chamber C to
overcome spring 320, which·is set to a value to permit the dynamic brake
to become fully effective . vlhen this occurs the diaphrae;m 322 and its

59
 follower are then moved upward . This seats the lower exhaust ball check
and unseats the upper supply ball check to passage 9a and the Lock-Out
Magnet and t o chamber D in the Inshot Valve above the diaphragm 311.
When the pressure above diaphragm 311 reaqhes approximately 6 pounds
the diaphragm moves dmmward moving exhaust valve seat 31~. This seats
upper supply ball checlc which cuts off further straight -air flow from
passage 11 t0 passage 9a · and the Lock-Out Magnet . Due to the upward
air pressure on diaphragm 322 and spring 314 pressure on diaphragm 311,
the downward movement of the diaphragm 311 stops when the upper ball
check is seated and the air to passage 9a, the Lock-Out Magnet and
chamber C below the diaphragm 322 is cut off, thus lapping both the
supply and exhaust valves.

At the Lock -Out Magnet the armature is energized as long as

the dynamic brake is effective. This moves the armature downward which
seats the lower ~gnet valve 55la preventing flow of straight-air from
passage 11, and unseats the upper magnet valve 551 which permits
approximately 6 pounds of straight-air from passage 9a and the Inshot
Valve to flow to passage 9 and right hand side of the Double Check
Valve . Check Valve 429 in the Double Check Valve is moved to the left
permitting the air to flow from passage 9 to the Variable Load Valve,
where the air flows past unseated by- pass check 220 and unseated
regulating valve 225 to passage 4a and the "B" Relay Valve . The Relay
Valve is operated at Inshot Valve pressure (approximately 6 pounds) to
supply air to the brake cylinders to supplement the dynamic brake .

i-lhen the _dynamic brake fades out the Lock-Out Magnet armature
is de-energized. This permits tbe spring 552 to move the Lock-Out
Magnet valves upvrard to seat the upper valve 551, cutting off the air
flow from passage 9a and the Inshot Valve, and unseats lower valve 55la.
Thus, straight -air frorn passage 11 and the Lock-Out Valve flows direct ·
to passage 9J and the ri~lt hand side of the Double Check Valve when
the dynamic brake fades out .

At the Double Check Valve the straight -air moves the check
valves 429 and 429a to the left, seating check valve 429a and unseating
check valve 429, so that straight-air flows from passage 9 to passage 8
and the Variable Load Valve. The by-pass check valve 220 at the Variable
Load Valve is held open by the piston 211 and spring 218 so that the
,.. straight -air can flow from passage 8 to passage 4a and chamber B of the
"B" Relay Valve. i-lhen the pressure on· the left face of the by-pass
piston 212 reaches a p1·edetermined amount, the piston is moved to the
right permitting the check valve 220 to seat and prevents any further
flow through the by-pass check valve 220. Further flow of air to the
"B" Relay Valve is permitted past the Variable Load Valve unseated
regulating valve 225 which is set in accordance with the load setting
of the car a.nd limits brake cylinder to emergency pressure . The "B"
Relay Valve is operated to apply the brakes, as previously described .

The farther the Brake Valve handle is moved out of Running

toward Full Service the BTeatcr the straight-air pipe pressure and the

60

)
greater the resulting Brake Cylinder pr essure . If a partial service
brake application is made and it is desired to increase the braking
effort, the Brake Valve handle is simply ~oved further towards Full
Service . This opera tes the p'neumatic · self-lappins portion .whic.h increases
the strai~lt -air pressure and Brake Cylinder pressure as previously de-
scribed .

Release After Service Application

To r elease the brakes after service brake application the

operative ·Brake Valve handle .is moved to Release position . In ·this
Brake Valve handl E; ·position the various Brake Valve shaft cams locate .
the pne~tic self -lapping unit in release and the check valves as
shown on plate ~ ·

· In relea~e position the Brake Valve shaft cam is moved away

from check valve 89·. This permits spring 90 to seat valve 89 and
brake pipe charging from passage 21, past check valve 89a to passage
1 at the Bra~e Valve is prevented. Brake pipe charging takes place
at the A- 1 Operating Uni.t Emergency Valve as previously described
under service position . ·

Another Brake Valve shaft cam unseats check valve 87 which

connects pipe passage 10 , the t op of the brake application valve piston
16 and the Emerg~ncy Brake Valve to the Propulsion Controller Pilot
Valve pip~ passage. 3 .

Yfith the . Brake Valve pneumatic self-lapping portion in release

position the supply chock valve 130 is seated arid the exhaust check
valve 129 unseated . Thus the air on the left side of the electrj..c
self -lapping diaphragm 181 is vented through passage 9a and past the
exhaust check valve. The springs. 184' and 176 on the opposite side of
the diaphrae;:n 181 l:llOVe the diaphragm 181, stem 179 and applicati.on
and release contact levers to the left. But since no current is flowing
the Application and Release Magnets are not operated .·

Check valve 96a is unseated by its cam and provides a means

of exhausting the straight-air pi pe and passage ll at the Brake Valve .
Thus application air in 'chamber B on the l ower face of t.he "B" Relay
Valve piston !~61 flows through passage 4a to the Variable Load Valve
where it flows past the regulating valve 225 to passage 8 and the right
hand side of valve 429 of the Double Check Valve, thence through passage
9 and past the lower~au&t valve 551 of the Lock -Out Magnet to passage
11, then into the straight-air .plpe and past the unseated check valve 96a
of the Brake Valve to the exhaust . Brake Cylinder air in chamber A on
the upper side of the "B" Relay Valve piston 461 moves the piston down -
ward, as shovm on Plate E. This connects Brake Cylinder pipe air from
passage 16 to the exhaust past the "B" Relay Valve release valve 471,
thus releasing the brakes .

Brake Valve check valve 96 unseated by its cam provides an

exhaust of the straight-air from brake pipe passage 11 past the left side

61
by -p~se check valve 36a, passage 9 and past unseated check valve 96 and
the unseated exhaust check valve 129 of the pneumatic self-lapping port i on
to atmoephers. Thief operates the "B" Relay Valve to release as previously
descri bed..

Emergency Brake Application

· Plate F
Hhen it is desired t .o make the shortest possib le stop, the
-
Brake Valve handl e is placed in Emergency Position. In thi~ positi on
the Brake Valve emergency valve 79 is opened permitting direct exhaust
of the brake pipe passage 1 to atmosphere causing an emergency rate
of brake pi pe reduction. The reduction of brake pipe pressure thus
caused takes place rapidly so that air pressure of the A-1 Operating
Unit quick action chamber on the left side of the Emergency Valve piston
113 moves the emergency piston 113 to the right sealing i t against its
gasket .

. The first movement of the A-1 Operating Unit Emergency Valve

piston 113 t o the right causes the graduation valve 108 to move over
and connect the graduating valve port N with the slide valve port E
l eading to the Emergency Valve exhaust, so that quick action chamber
air is connected to atmosphere . However, further movement of the
piston 113 to emergency position picks up the slide .valve 107 which
carries the slide valve port E out of register with the slide valve seat
exhaust port AT cutting off further. exhaust of quick action chamber air.
This.movelllent of the slide valve 107. uncovers the left end slide valve
seat port 14 through which ' quick action ch.amber air 'flows to the under-
side of the spring seate·d check valve. 128 . The air lifts the spring
seated check valve 128 and flows through passage 17 to the left side
of the brake pipe Emergency Valve lm-Tor) piston 126 moving the piston
to its seat on the right a~d unseating the valve 124 at the end of t he
piston stem and provides a large direct opening of the brake pipe from
passage 1 to atmosphere.'

When the quick action chamber air, flowing to exhaust through

passage 14, pas t the upper spring seat<;Jd check valve 128, passage 1'7
and through the Emergency Valvef lower piston 126 choke r eaches a
predetermined point, the spring 129 seats the upper spring seated check
valve .128 cutting off further flow of qulck action chamber air to ex-
haust. This pennits the spring 123 to move the lower piston valve 124
to the left to its seat c'u tting off the eXhaust of brake pipe air from
passage. 1.

With the emergency piston and its slide yalve in emergency

position, the Supply Reservoir air passage 2 is connected by the slide
valve 107 . to the Double Check Valve passage 3. Thus air at full Feed
Va lve setting flows through passage 3 to the left side of the Double
Check Valve . With pneumat i c strai8ht-air pressure on the opposite
side of the check valve) the higher Feed Valve air pressure moves the
check valves 429a and 429 to the right and f lows to passage 8 and the
Variable Load Valve .
62
 At the Variable Load Valve the by-pass check valve 220 is
held open py the piston 211 and spring 218 so that tho Feed Valve air
from passage 8 can flow to passage 4a and the "B" Relay Valve . When
the pressure on the left s ide of the piston packing cup 212 reaches
a predetermined amount the piston 211 is moved to the right permitt ing
sprins 221 to seat check valve 220 and prevent further flow of air
through the by-pass valve. Further flow of ai;r to the "B" Relay Valve
is-pennitted past the Vari able Load Valve unseated regulating valve 225,
which is set in accordance with the load setting of the car . When the
air pressure on the upper face of the ree;ulatir:1g valve diaphragm 228
reaches the l oad setting, the diaphragm i s moved down permitting the
upper spring 226 to seat the regulating valve 225 cutting off the flow
of air from passage 8 to passage 4a and the "B" Relay Valve. The "B"
Relay Valve is operated in the same manner as described under service
applicat i on to put air into the Brake Cylinders and apply the brakes .

With the A-1 Operating Unit Emergency Valve piston 113 and
slide valve 107 in emergency position, the slide valve 107 also connects
the choked brake pi pe passage la to the Emergency Valve exhaust . This
insures that no build-up of brake pi pe air due to leakage takes place
to cause undesired release. The choke 142 in the brake p ip~ passaBe l a
to the slide valve 107 permits bu.ild-u~ of the brake pipe air when the
brake valve handle is moved t o 'illllll'i~ f .) .. ~ce.
£'elease After Emergency Appltcation

To release after an emergency brake application, the Brake

Valve handle is first moved to Full Service position and held there
until the Emergency Contactor is released and the A-1 Operating Unit
Emergency Valve piston 113 moves to release and ti1e brake pipe is restored
to 90 pounds after whicb the Brake Valve handle is moved to Release Pos;!.t ion.

In moving the Brake Valve handle from Emergency to Full Service

Plate c·, the top Brake Valve ~~aft cam permits the emergency valve spring
82 to seat the emergency valve if . This cuts off the brake pipe opening
from passage l to the Brake Valve exhaust, so that t he brake pipe air
pressure can be built up .

Char£ing check valve 89 is unseated by its cam . This permits

Feed Valve air to flow from pipe and passage 21 past the lower charging
check valve 89a and then past upper charging check valve 89 to passage
1, the Brake Valve emer6ency valve portion and brake application valve
portion and brake pipe 1 which leads to the A-1 Operating Unit Emergency
Valve .

At th~ A-1 Operating Unit Emergency Valve the brake pipe air
is able to build - up faster in chamber B on the right hand face of the
emergency piston 113 than it can flow through the choked passage la and
the slide valve cavity C t o exhaust, Plate F. Thus the Emergency Valve
piston 113 and slide valve 107 are moved to the left to make the port
connections shown on Plate C. The emergency piston chamber port la is
cut off from the exhaust port by the slide valve 107 and connected to
the Feed Valve port 21, so that the emergency piston chamber B and the
brake pipe 1 are charged directly from the Feed Valve in addit i on to
the charging·f~om the Brake Valve . Further, the Double Check Valve
left side chamber port 3 is disconnected from the Supply Reservoir port
2 and connected to the exhaust port by the 12n.ergenoy Valve slide val ve
107 . Also with the Emergency Valve piston 113 in r~lease, the quick
action chamber is charged to the Feed Valve setting through the piston
chamber by - pass choke 102 .

~ith the Brake Valve handle in Service and the A-1 Operating
Unit Emergency Val ve piston 113 in release position the left end Double
Check Valve 429a is connected to atmosphere by passage 3 and cavity G ··~
of the Emergency V.nlve slide valve 107 as described above .. This vents
the application air from chamber B on the lower face of the "B" Relay
Valve piston 1~61 through passage 4a, the Variable Load Valve, passage 8
past the ieft side of the Double Check Valve 429a, through passage 3,
the Emergency Valve slide valve cavity G and wasp excluder 101 to
atmosphere, until the pressure on "the right .hand side of the Double
Check Valve becomes greater ·to move the check valves !~29 and 429a to
the left : The "B" Relay Valve is operated in the regular manner to
reduce th:e Brak~ Cylinder pressure. Thus Brake Valve straisht -air
from passage 11 , the Lock -Out Magnet and passage 9 on the right hand
side of the Double Check Valve 429 moves the two check valves 429 and
42$lto the left and straight-air is supp l ied passage 8 and the Variable
Load Val ve and the "B" Relay Val ve to keep the "brakes applied during
the time it takes for the Emergency Valve piston 113 to move to release:

After the ·A-1 Operating Unit Emergency Valve piston 113 moves
to release position and brake pipe charges to 90 pounds, as described
above, the Brake· Valve handle is moved from Service to Release Position .
In this position the various Brake' Valve shaft cams locate the pneumatic
self - lap-ping portion in release and the check valves as· shown on · Plate E.

With the pne.u matic self - lapping portion in release position

the supply check valve 130 is seated and the exhaust check valve ~
unseated . Thus the air in the ·chamber on the left side of the electric
self -lapping diaphra~n 181 is vented to atmosphere through passage 9a
and past the exhaust check valve l3Q. The spring 184 on the opposite ·
side of the diaphra@ll 18l.movee the "diaphra8Ul 181, stem 179 and appli -
cation and release contact levers to the l eft , but since no current
is f lowing the Application and Release Magnets are not operated .

In Release Position the Brake Valve shaft cam is moved away

from check valve 89. This permits valve 89 to seat cutting out charging
from passage 21 to passage 1 and the brake pi pe at the Brake Valve.
The brake pi pe is charged at the A-1 Operating Unit Emergency Valve
as previously described in service position.

Another Brake Valve shaft cam unseats check valve 87 which

connects passage 10 , the top of the brake a pplication valve piston 16
and t he Emereency Brake Valve to the Propulsion Controller Pilot Valve
pipe passage 3 .
64
 Check valve 96a is unseated by its cam and provides a means of
exhausting the straight-air pipe and passage 11 at the Brake Valve. Thus
straight-air in chamber B on the lower face of the "B" Relay Valv e pi ston
461 flows through passege 4a to the Variable Load Valve pas:t the r egulating
portion valve 225 t o passage 8 and the right hand side of valve 429 of
the Double Check Valve, . ~hen _through passage 9 and past the lower ex-
haust valve 55la of the Lock-Out Magriet passage 11 then into the s traight-
air pipe and past unseat ed . check valve 96a of the Brake Valve to the ex-
haust. Brake Cylinder air in chamber A on the . upper side of the "B 11 ·Relay
Valve Piston 461 moves the piston downward, as . shown on Plate E. This
connects ·Brake . Cylinder pipe air from passage 16 to the exhaust past the
11 11
B Relay·Vaive release valve 471, thus _releasing the brakes.
·:
· Brake Valve che ck valve 96 un,seated. by its cam provides an
exhaust ·of the stralght-air from passage ll past the. left
side' by-paes ·check valve 36a ; · passage 9 and past unseated check valve
96 and the tu:1seated exhaus~ check valve 129 of the pneumatic self-lapping
portion to atmosphere. This· operates ,the 11 B11 Relay Valve to release as
previously described. · · · · ·. ' · ·

' '!.

I '
 TROUBLES AND REMEDIES

In order that those concerned with the operation of the "SMEE"

equipment may be familiar with the means of minimizing delay , the
following procedure should be fol l owed .

Preparing Train For Service

Start ' all the compressors in the train by closing the compressor
switches and note that all brakes start to apply promptly, all brake
valves being in Handle -Off position . Apply the brake valve handle in
the operating cab and move the handle to Full Service position. Note
that the straight-air pipe pressure drops back from the emergency
pressure in Handl e -Off position to the full service pressure when the
brake pipe pressure has reached 90 psi on tlle first car . ~ilure
of the straight~air pressure to reduce on any car of the train indicates
an inoperative Emergency Contactor on that car . When the brake pipe
pressure reaches 90 pounds move to Running position releasing the brakes
promptly. I f the brakes release slowl y look for an inoperative Emergency
Contactor in the manner described above .

Undesired Brake Application

If an emergency brake applicat i on occurs due to tripping of

the Trip Cock, Emergency Brake Va l ve or broken brake p i pe , the operator
should immediately move the Brake Valve handle to Emergency position
and leave it there until the brake pipe is completely vented. After
the train has stopped and the emergency valve vent valve has closed
move the brake valve handle to Full Service position . If the brake
applicat i on was caused by the trip cock the brake pi pe pressure will
build up and when t he pressure reaches 90 pounds move the brake valve
handle to Running to release the brake . If the brake pi pe will not
r echarge in Full Service, locate the fault by going through the train
and correct f~ult by closing the Emergency Brake Valve or isolat ing
broken brake, ·on return to cab leave brake valve handle in Full Service
until t he brake pipe charges to 90 pounds and then move to Running
releasing the brake .

Broken Pipes

If the brake pipe hos e breaks between cars (coupler to drawbars)

close cocks abead and behind break . It will be possib le to operate the
brakes from the l onger section of the train. However, a brake valve
handle on the short section of the train must be placed in Running position
and the Propulsion Controller Pilot Valve must be held depressed . In bDth
sections of the train the brake pipe must be recharged to 90 pounds in
Full Service position of the brake valve handle before moving to Running .
Further, under this condition an electro-pneumatic brake application is
available on the whole length of the train with only a slight exhaust of
air at the brake valve on the short section of the train during brake
.. applicat i on . Rel ease of the train brake is obtained in the normal manner .

66
 In the above procedure two (2) brake valve handles are required,
one remains on the short section of the train and the other to be u.sed
by the motorman in controlling the longer section .

Should the brake pipe be broken on the car between the end
cocks, close both brake pipe cutout cocks and remove the #3 fuse
f rom the car with the ruptured brake pipe . It will be possible to
operate the brakes from the longer section of the train . However, a
brake val ve handle on the short section of the train must be placed
in Running position, the B-2 fuse removed and the Propulsion Controller
Pilot Valve must be held depressed . In both sections of the train the
brake pipe must be rechar8ed to 90 pounds in Full Service pos ition of
the brake valve handle before moving to Running . Under this condition
an electro -pneu1natic brake application is available on the whole length
of the train with only a slight exhaust of air at the brake valve on
the short section of the train . The rel ease on the l onger section of
the train will be in the normal electro -pneumatic manner . To rel ease
the brake on the car with the broken brake pi pe manually close the
brake cylinder cut out cock. The release of the cars on the short
section of the train •rill be pneumatic through the operating brake
valve and the release magnet valves on the longer section of the train.
This pneumatic release of the cars of the short section of the traj_n
is due to the Emergency Contactor being in emergency position on the
car having the broken brake pipe which opens the circuit of the train
line release wire . It will be necessary to hold the power by-pass
button depressed to apply power to the train . In the above procedure
two (2) brake valve handles are required, one remains on the short
s ect ion of the train and the other t o be used by the motorman in con-
troll ing the longer section.

If brake pipe trouble occurs on the head car of a train, it

will be necessary to operate in the normal 1nanner from the second car
on signa l from the head car . Close end brake pipe cut-out cock on rear
of head car and also cl ose the brake cylinder cut - out cock on t hi s car .
In case of a brake pi pe rupture on an R-11 car, the above procedure
will be follm-red but with thie difference; the emergency magnet valve
will not be de-energized due t o the fact that the train line wire will
rema in energized from the "ELH" c ircuit through .the emergency contact
on the defective car which is in emergency position .

A broken strair~t-air pipe or hose does not materially affect

electro-pneumatic brake opera ti on and the brake is opera ted in the
normal 1nanner . Loss of straight air wi ll result at the break when the
brake is applied . The break or rupture should be repaired at the f irst
opportunity to insure the integrity of the pneu1natic pu ll-in brake .

If t he Main Reservoir Hose on the A-1 compressor unit should

rupture, open the compressor switch on this car. Close the main
reservoir cock on the A-1 operating unit and proceed in the usual manner .

~ If a Brake Cylinder Hos e should rupture, proceed in the usual

manner, since the balancing choke in the nipple of the broken hose
prpvides sufficient restriction to the escaping air to permit the other
brake cylinders to build up and apply the carbrakes . A loss of brake
cylinder air at the hose rupture will occur at each brake application.

I f the supply reservoir ~ breaks on the first car of a

train close the brake cylinder cut-:-out cock, the main reservoir cut - out
cock and on the rear end of the car close the brake pipe cock and
strEJ.ight-air pi pe cock. Operate the train from the second~n signal
from head car . If the supp ly reservoir pipe is broken on arzy other
than the head car, close the Main Reservoir cut-out cock and operate
the train in the normal manner .

5C-l
Pr~nted in u.s .A.
ji

68
 0, -4~ 539

Aftercooler S-16 Compressor Governor 3- \'C Air Compressor

....J--...,.;-t-- Type "LY•JM

Air Filter

ReservOir

Handle

Fig. 2. Photographic View of the A-1 Compressor Unit

 C-44946

87 2 25 Aftercoo\er

0 0

t; Ye'IWOPf
%.Cut-Out ~

I
r-----,, ::Jl
0

J Fig. 3. Side and Top Outline Views of the A-1 Air Compressor Unit
 78

An.ercooler Guard

Fig. 4. End Outline View of the A-1 Air Compressor Unit

 "2.-i."~ C-1 49 45
f
r~

175

2 51
10 8

254
255

= =<----'-==;:.--r- 250

Fig. 5. 3-YC Air Compressor-Assembly and Sectional Views

Pistons and C01mecting Rods Crankshaft, with B earing and Outer Crankshaft
Bearing Spacer Tube B eat'ing and Cover
(Cnt No. 27242)

A B
Discharge Valve Inlet Valve
Exploded Views of Valve Units
(Cut No. 29731)
Fig. 6. Photographic Views of Comp t·essor Parts
 Section A-A

Fig. 7. Sectional Assembly Views of the S-16-C Governor

(Out Ko. 31933)

I
Fig. 8 . Photographic View of tile S-16-0 Govet·not· Fig. 9. S-16-0 GovemOJ•
with Covet· Removed Operating Portion and Pipe Bracket
(Out No. 20619) (Out No. 20303)

Cut-out
Regulating
Stem

Either lead may

be connected to
the motor, and
the other to
the line through
ruse and switch

~8" Pipe to
Main Reservoir
Fig. 10. View of the S-16-0 Govemor showing Regu-
lating Stems and Connections
(Out No. 26758)

TO MAI N
RESER VOIR

Fig. 1 1. Diagt·ammatic View of the S -16-0 Govcrnot· in Out-in Position

(Out No. 20595)
 Automatic Otain Valve.

F ig. J 2. A -1 Automat ic Drain Vah ·e

(Cu t ~o. 3 1 23.3)

F ig. 13. E -1 Safet y Valve

( Cu t No. 15561 )

F ig. 14. Cut-o ut Cock

(Cu t No. 31 956)
 Fig. 15. ME-42 Brake Valve-Photographic View

-
 (J

153

155

156

157

154

Section E-E
~~ J

Section G·G

(Cnt No. 31944)

Fig. 16. Sectional and A ssembly Views
ME-42 Bt·ake Valve
 .I

...... 1!., ....

'

S.Ct~an 0 ·0

Vtew Show tng Bottom of P pe Brocket

(Cut No. 31945)

Fig . 1 7 . Sectional a n d Assembl y Views
l\IE-42 Brak e Val ve
I )
)
C- 43404

Lock-Out !\lagnet
Pipe Bracket
!\tag net

Re lay Valve

Portion
-r1

Fig. 18. A -1 Operating Unit- Photographic View

"- ~ (Cut No. 81923)

(Cut No. 81924)

Fig. 19. A·1 Opet·ating Unit
Top and End Views
 136

109

108

137

117

114

116

115

,.s.euon 8-8

---
352

S.ctlon 0-D
Cheek Valve PortiOn

S«:t.Jon F-F
(},namoc B"ke Pott10n
Tarm'iiial~u
___,.
(Cut No. 31925)
.•

.....
459
!J~fi ~ / 278

4 30 425 427
Section L-l
497 485

429 426

431

N
Soctoon P-P
Double Chec~ Valve

~"~~"'~

518

S.Ction J.J
Relay Valve PoniOfl

(Cut No. 31926)

Fig. 20. A-1 Operating Unit
Outline and Sectional Views
L
164 162 163 2 72

11 ().. c.v~
o"~ cot
I Ato 1 ~

S.won R·R
Fott..-

s.a- u.u
Lock Out Meonet V etw.
Co.tlt~~M• P¢ 536553

S.Ct.on w.w

(Cut No. 31927)

Fig. 21. Operating Unit
Outline and Sectional Views
 Fig. 22. Type "M-3-A" F eed Valve
(Cut No. 23143)

DEUVERY

SUPPLY
(Main Res.)

Fig. 23. Diagrammatic View of the M-3-A Feed Valve in ~ Position

(Cut No. 25459)

Fig. 24. Diagt·ammatic View of the i\1-3-A Feed VaJve in CLOSED Position
(Cut No. 23310)
 l::
Ftenglld Swut
48
F1tt1ngt

Fig. 25. Exterior View of the

Type "B" Relay Valve
Fig. 26. Assembly View of Type "B" Relay Valve
(Cut No. 27994)
(Cut No. 28126)

Fig. 27. ' Relay Valve-Release Position

(Cut No. 28352)
(

( Zf17!i..)

Fig. 28. Type "B" Relay Valve-Applied Position Fig. 29. Type "B" R elay Va lve-Lap Position
(Cut No. 28353) (Cut No. 28354)
 Fig. 80. B-8-C Emergency Brake Valve
(Cnt No. 27009)

Top View of D-1-A Trip Cock

(r{J.:r) 22

Top View of 0 -1 Trip Cock

(BM'T- IN ~
\

0
0
0
0
0
0

{pt)
8

-· Fig. 31. D-1 and D-1-A Trip Cock-Sectional and Outline Views
(Cut No. 31922)
 C-44806

Fig. 32. D-1-A Trip Cock-Photographic View

Fig. 33. Branch Pipe Tee with Check Valve
(Cut No. 31901)

Platon lubrlcator Slack Ad)Jslor Pipe Connection

Fig. 34. "UAHT" Brake Cylinder

(Cut No. 31902)
I '' 0

Section A-A

Fig. 35. C-15-D Slack Adjuster

(Cut No. 31903)
 ) ) )

C-44884

Fig. 36. Lever Operated Cut-Out Cock With Side Vent

Photographic View

L-~-~---~
 15

Fig. 37. Lever Operated Cut-out Cock with Side Vent- Sectional and Outline View8
(Cut No. 31897)

l:-· ,<. "'~

' ~ .......
~soiJor-tlo~

j .
r---

Fig. 38. D-5 Pneupbonic Horn-Outline and Sectional Views

(Cut No. 31894)

Fig. 39. \Vhistle Valv~Sectional View

(Cut No. 31893)

/
)

::::-41!36 7

Fig. 40. Whistle Valve--Photographic View

 Volvo Assembly of
FB-2 Mognet

~Mognot Volve

Fig. 41. FA-2 and FB-2 l\lagne t Valves

( Cut No. 31215)
 BRAKE VALVE
(Operative)

I
I ~
I ! IJ1fi-'\ Control Drum '
1

11'=--1 --=t
1
I I t-Rever
n-c_
I
I
1
se r Dr um ...,J
( Closed In For. 8R_ryl

· ~
MASTER-CONTROLL~
II
._2_!_ -r-- - - - - - - - - -- -- -
-Lt----- -------
-5-r--- - - - - - - - -
A

ri BATTERY I

\
TO UI-G SET

Coupler rtl
SwitchesW

31
Governor Switch
l Com pre sa or ~ otor
To .Main Reservo ir

f I

To Dy
Cir<
To Broke Vo lve
41 10 p ;po
~'~c)
~c on ,
Station
-. t'GC" G•
GA on
1 ._,,n

,,
Plate I\.